US495499A - Automatic continuous bail wat brake - Google Patents

Description

2 Sheets-Sheet 1 (No Model) J. J. S. LIST. AUTOMATIC commuous RAILWAY BRAKE.

Patented Apr. 18, 1893;'

(No Model.)

2 Sheets-Sheet 2. J.. J. s. LIST. AUTOMATIC CONTINUOUS RAILWAY BRAKE. No. 495,499. Patented Apr. 18, 1893.

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UNITED STATES PATENT OFFICE.

JOSEPH J. S. LIST, OF ROOKDALE, NEAR SYDNEY, NE\V SOUTH WALES.

AUTOMATIC CONTINUOUSRAILWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 495,499, dated April 18, 1893. Application filedAugust 28. 1890. Serial No. 363.381. (No model.)

To all whom it may concern.-

Be it known that I, J OSEPH JAMES SWITHIN LIST, joiner, a subject of the Queen of Great Britain, residing at Rockdale, near Sydney, in

the British Colony of New South W'ales,have invented a new and useful Improved Automatic Continuous Railway-Brake, of which the following is a specification.

1 This invention relates to'an improved automatic continuous railway brake actuated by fluid pressure which brake is simple and cheap in construction as well as effective and econom-ical'in operation. This improved aul tomatic-continuous rail-way brake consists of three main par-ts, a reservoir (hereinafter termed the auxiliary-reservoir), a compound cylinder (with connected pistons) and a back pressure valve preferably of peculiar construction all of which are combined and arranged with other parts of well known construction as a through train pipe a main reservoir of power and a regulator or triple valve with pressure gages, due. The auxiliary reservoir is connected to the train pipe (which leads from the main reservoir) by the back pressure or dead valve andis also connected to one end of the compound cylinder. The compound cylinder has larger and smaller chambers with their axes longitudinally in line with each other and having cross-sectional areas in {the ratio of not less than two to one and'they are cast in the one piece without division of any kind between them and are fitted with pistons connected by an internal piston rod. The larger piston is connected to the outer gear or brake levers by side rods running from said piston through the setoff of the large chamber from the small one, parallel to and embracing said small cylinderand connecting with a crosshead to which the brake levers, &c., may be attached.

The improved automatic continuous railway brake constructed substantially as above set forth is actuated by fluid pressure say by compressed air from a pump and reservoir on the locomotive as well understood through the train pipe and connections to the auxiliary reservoir (by way of the back pressure valve) and to the compound brake cylinders so that both auxiliary reservoir and brake cylinders are supplied with the same pressure at the same time-say this pressure supplied 1 mal positions.

tion maybe clearly understood reference will throughout the train is eighty pounds tothe square inch. Now to prepare the brake for use a certain amount of the pressure in the train pipe and in the larger chamber is released through the use of the engineers valve until the total of the original pressure on the piston of the smaller chamber is about equal to the total of the lesser pressure on the piston of the larger chamber. In releasing the 1 brakes the pressure of the main reservoir is turned into the train pipe and on to the larger piston and moves the whole gear to the nor- But in order that this invennow be made to the drawings herewith in which Figure 1 is a plan partly in section of a brake cylinder and auxiliary reservoir constructed according to this invention with the pistons in the normal or brakes off position. Fig. 2 is a similar view in part of the same with the pistons in the brakes on position. Fig. 3 is a transverse elevation of the brake apparatus under a carriage, the. Fig. at is a sectional elevation of the back pressure valve.

A is the auxiliary reservoir-B and U the compound brake cylindersD the back pressure valve and E the train pipe.

A is connecting pipe from the auxiliary reservoir to compound cylinder at the smaller end.

B is the smaller and O is the larger chamber of the brake cylinder.

B and O are pistons-l3 connecting piston rod.

0 are side piston rods.

D is entrance and D exit brancl1--D back pressure valve-D valve stem-D valve seat.

D is a tripping device for valve D normally resting on seat D and provided with downwardly extending stem D The stem of valve D extends down almost to tripping device D.

D is hand lever to operate the tripping device.

E and E are connecting pipes from train pipe to auxiliary reservoir and large cylinder chamber 0 respectively.

F is crosshead and F brake rod or lever.

In use this brake is made ready for operation by opening the pipe E by any well known regulating apparatus or engineers valve to the main reservoir and charging the auxiliary reservoir A-with the fluid pressure say compressed air therefrom through the valve D the air passing in through branch D between valve D and seat D branch D and connecting pipe E; the compressed air also passes direct into the cylinder chamber 0 through pipe E and through. pipe A into small chamber thus keeping the whole apparatus in the extreme brakes off positionby reason of the greater area of the piston C. Now this charging having taken place the pipe E is closed to the main reservoir and opened to escape until the pressure therein is so reduced that the total of the high-pressure 'plained the nature of this said invention and (which is shut in the auxiliary reservior and the-cylinder B by the closing of back pressure valve D on seat D upon the smaller piston B will equal the reduced pressure upon the larger piston O. This degree-of pressure inpipeE, 850., having been reached which: may be known by the reduced pressure indicated by the engineers'gage as compared withthehigh pressure indicatediby the gage beforeanyescape was permitted, the brake is ready for applicationwhich maybe carried outquickly or slowlyand to the. extent requiredup to the pressure'in auxiliary reser voir A by the speed and extent of a further reduction of the pressure-in the "train pipe E controlled by-the engineers valve-as undere stood. To remove the brakes again sufficient pressure is allowedto'passfrom the main reservoir intothetrain pipeE' and larger cylinder C and such pressure is again reduced to make ready asbefore described. When a car or vehicle is cutout of a train and being shunted or otherw-ise'moved the brakes are always on until the hand lever is pressed in ward and tripping device D from seat D also presses stem D and lifts valve D fromseat D and if the. couplings of the train pipe. be

duce the pressurein the train pipe with the effect of applying the brakes as before described. But if an end coupling be open when Valve handle D is manipulated to open valve D all pressure will escape through said couplingfrom the auxiliary reservoir A and the chambers B and O and leave the brakes free.

Having now particularly described and exthe manner in which the-same is to be-performed, I declare that what I claim is Incombination the cylinder. brake having the large and small pressure chambers B, C, the trainpipe, the auxiliaryreservoir, the pipe E connecting the train pipew-ith the large pressure chamber, the pi'peE connecting the train pipe with the reservoir, the pipe-A connectingzthe reservoir with the small'pressure chamber and the checkval-ve between thereser-voir and the train pipe wherebythe press? ure .in the twotpressure chambers maybe controlled through the train pipe from the engineers valve, the said check valve having a hand operating connection whereby the pressure .inlthelreservoir and the large and small pressure chambers may be controlled when a car is detached or shunted,substantially as described.

THoMAs J AMES WARD,

Clerk to Edward Waits, Sydney.

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