US517250A

US517250A - Air-brake apparatus

Info

Publication number: US517250A
Authority: US
Publication date: 1894-03-27
Anticipated expiration: 1911-03-27

Description

(No Model.)

J. B. STEWART.

AIR BRAKE APPARATUS. N0. 517,250. Patented Mar. 27, 1894.

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JOSEPH B. STEWART, OF HAVERSTRAW, NEW YORK.

AIR-BRAKE APPARATUS.

SPECIFICATION forming part of Letters Patent No. 517,250, dated March 27,1894.

Application filed April 10, 1890- To all whom it may concern:

Be it known that I, J OSEPH B. STEWART, a citizen of the United States, residing at Haverstraw, Rockland county, State of New York, have invented certain new and useful Improvementsin Air-Brake Apparatus, of which the following is a specification.

The invention relates to fluid brake apparatus for railway trains, in which a signal apparatus is combined with the brake apparatus, by means of which the engineer or other trainman may be signaled throughout the train, and it is an improvement upon my invention embodied in Patent No. 420,121, dated January 28, 1890.

The object of my invention is to simplify the construction and arrangement of parts and to dispense with one of the lines of pipe shown in the said patent, so that the brake and signal operations may be carried out and applied by the use of a single line of pipes through the train.

To these ends my invention consists in the peculiar construction and arrangement of some of the parts and the combination thereof, whereby I am enabled to accomplish the results desired.

In the accompanying drawingI have illustrated diagrammatically so much of an air brake system as is necessary to a clear understanding of my invention.

In said draWingA represents the main reservoir of the ordinary automatic brake apparatus, in which the compressed fluid is stored by a pump or otherwise, as is common. From this reservoir the main brake conduit B leads through the length of the train, it being connected with the engine and cars by flexible couplings 0. Upon each car is mounted an auxiliary reservoir E and a brake cylinder F, as is usual. A signal apparatus consisting of an automatic signal valve N is shown connected with the main reservoir by a pipe L, provided with a reducer M, preferably provided with a storage reservoir P, having an independent connection with the pipe L, through the branch '5. The signal device consists of a chamber 21, in which is seated a piston 22, adapted to have limited movement therein, the chamber 21 being open to the conduit L, so-that the normal position of the piston is such that the fluid is free to pass through the chamber, but when the pressure is reduced the piston Serial No. 347,293. (No model.)

22 is pressed by thespring or springs 24, operating on the stem 23, so as to close one of the openings to the conduit and allow the fluid to pass througha small pipe 25 communicating with the conduit L and the top of the cylinder, and thence to the signal device 26. The conduit L is connected by a pipe d with the engineers valve D, and thence to the train brake conduit B.

So far, the arrangement of parts is substantially the same as that in my former patent, and one of the features of my present invention consists in the construction and arrangement of the engineers valve D. This valve is shown as consisting of an exterior case I, provided with five ports 1, 2, 3, 4, 5, and an interior valve stem J, which is hollow and is connected at the bottom with a portion of the train pipe B, between the valve and the cars, and has also a single side port 0, which is adapted to be broughtin juxtaposition to any one of the five ports in the casing. The port 1 communicates bya pipe N with the signal cylinder N; the port 2 is an open port; the port 3 connects by pipe at with the conduit L, as before described; the port 4 is controlled by the exhaust valve 20, which is held to duty by a spring 8 that is of sufficient tension to permit the valve to open and to allow the fluid to exhaust from the main reservoir pressure, but will prevent its exhausting below the normal pressure of the automatic system, and the port 5 is connected directly with the train brake conduit and the main reservoir.

The valve K embodies another feature of my invention, and it consists essentially of a case 9, having a piston 10, supported on a valve stem 11, moving in extensions 12 and 13 of the case. Between the piston and the top of the case are two or more springs 14:, which are so adjusted that under the normal pressure of the automatic system the piston will stand at a point marked 70, while under the pressure of the air from the main cylinder the springs Will be compressed and the piston will stand at a point marked 100, while when the air is exhausted the piston will stand at a point marked zero. This valve casing communicates with the train conduit by a pipe 0, and the lower extension 13 communicates with the auxiliary reservoir by a pipe E, while both the upper and lower extensions communicate with the brake cylinder F by the pipes F, F In the upper extension is an opening 15 to the air, and the valve stem is provided with a valve opening 16, corresponding to this opening and the pipe I when in its normal position. The stem is also provided with a valve opening 17, communicating with the interior of the main body of the case, and shown in the present instance as extending below the connection with the pipe E to the lower extension 13 of the case. It is also provided with two openings 18, 19, which correspond with the connection of the pipe F from the brake cylinder to the extension E at different positions.

The conductor signal device 11 is connected to the main train conduit B by a pipe H, and is provided with a valve it, normally closing the opening it. This valve is opened by a trip device operated in any suitable manner, as by the rope R, connected to one of two levers T, T, mounted in suitable standards and controlled by suitable springs S, S. hen the rope is pulled the lever T bears upon the toe of the lever T and forces the valve h away from its seat, allowing the signal to be sounded, but a further movement of the lever T causes the toes of the levers to separate, when the springs return them to their normal positions. In this way the valve is opened only for a moment, giving a sharp, quick signal, and preventing waste of air or the reduction of pressure greater than is necessary to operate with the engineers or other signal device N.

It will be understood that, while I have thus described the specific construction and arrangement of parts suflicient to understand my invention, 1 do not limit myself to the precise construction and arrangement shown, as these may be changed without departing from the spirit of my invention, and I have not deemed it necessary to set forth all the equivalent constructions and arrangements, which will be understood by those skilled in the art. With such a construction and arrangement of parts, the operation will now be described. We will suppose that the main reservoir A carries a normal pressure of from one hundred to one hundred and thirty pounds, and this is regulated by the governor or reducing valve M, so that the automatic pressure will normally be, say from seventy to eighty pounds. Under these conditions the piston 22 of the signal device will remain in the position shown in the drawing and the piston 10 of the car valve will be in the normal position shown in the drawing at the point 70, and there will be no air pressure on the brake cylinder, it being open through the ports 15, 16, to the air. The normal po sition of the engineers valve will be as shown in the drawing, the valve 0 communicating, by the valve 1 with the signal cylinder and thence with the train conduit B, and the valve stem 11 is open, so that the auxiliary reservoir E will be in free communication through the port 17 with the chamber of the car valve, and by pipe 0 to the train conduit B. The

signal device is so adjusted that a drop or reduction of pressure of, say five to seven pounds will allow the piston 22 to move downward, closing the passage N and opening the passage 25 to the signal 26. The car valve piston 10, we will assume, is so adjusted as to drop to its lowermost position at the zero point 011 the cylinder on the reduction of fifteen to twenty-five pounds. It will be understood, of course, that these are not absolute adjustments, but are only given as illustrative of the relative adjustments of the parts. If new the engineer desires to set the automatic brake, he turns the valve stem J in the valve I, so that the port 0 is opposite the open port 2, and the result is that the pressure in the train conduit is reduced so that the piston of the valve K drops to its zero point and opens the passage from the auxiliary reservoir through the ports 17 and 18 to the brake cylinder, and at the same time closes the exhaust ports 15, 16, from the brake cylinder, and the automatic brake is applied in the usual way, it being understood of course that this operation can be controlled by the engineer so as to apply the brakes gradually or quickly, as desired. If the automatic brake is not sufficient to stop the train, the engineer turns the valve stem .1, so as to cause the port 0 to communicate with the port 5, leading by the main conduit 13 to the main reservoir A, and this causes the piston 10 of the car,

valve to rise to its highest point, 100, and opens communication directly from the pipe 0, through the ports 17 and 19 to the brake cylinder, and through the port 17 to the auxiliary reservoir E, at the same time closing the exhaust ports 15, 16, of the brake cylinder, and the full force of the main reservoir is applied directly to the brake cylinder, and at the same time charges the auxiliary cylinder. In order to release the brakes when set under this direct pressure, the port 0 is placed opposite the port 4, when the exhaust valve 20 allows'the excessive pressure to escape from the train conduit until the pressure is reduced to the normal automatic degree, and by bringing the porto in communication with the port 3, the automatic brake is released and the valve put in its normal position without disturbing the signal device. It will be understood thatin the normal condition of the pipes a movement of the levers T, T will open the valves 71, h for a moment, allowing sul'iicient pressure reduction to cause the signal device to operate without disturbing the car valves. From this arrangement it will be seen that with a single main conduit I am enabled to combine the straightair brake, the automatic brake, and the signal device, and to make use of but asingle coupling between the cars, and the operation of either one of these devices does not in any way interfere with the operation of the other.

What I claim is-- 1. The combination with a single main conduit and single brake cylinder, an auxiliary air reservoir, a single valve interposed between the main conduit, the reservoir and the brake cylinder, of a main reservoir, reducing valve, an engineers valve having five ports, where'by, with the single conduit, the brake may be used as an automatic air brake or a straight air brake, substantially in the manner set forth.

2. The combination with the single main conduit passing through the train, the single car brake device, an auxiliary reservoir and a single car valve interposed between the main conduit, the reservoir and the brake cylinder, of a main reservoir, and reducing valve, an engineers valve having five ports, and an air signal device connected to the main reservoir, whereby, with the single conduit, the signal device may be operated, and the brake may be used as an automatic air brake or a straight air brake, substantially in the manner set forth.

3. The combination with a single main conduit passing through the train, of the brake cylinder, the auxiliary reservoir, the single car valve interposed between the main conduit, auxiliary reservoir and brake cylinder, a signal device connected to the main conduit, of an engineers valve having five ports and a main reservoir and signal mounted on the locomotive and connected to the engineers valve, substantially as described.

4. The combination with the main reservoir and signal, and an engineers valve having five ports, of a single main conduit passing through the train, a brake cylinder and auxiliary reservoir on the car, a car valve interposed between the single main conduit, auxiliary reservoir and brake device, and a trip signal device also connected to the main conduit, substantially as described.

5. In a brake and signal apparatus, the combination with the brake system and signal device, of a trip valve for operating the signal device, consisting of a cylinder and piston therein controlling the outlet or relief valve, and the trip levers connected to operate the piston to open the relief valve momentarily, substantially as described.

6. The combination with the single main conduit, of an auxiliary reservoir and brake cylinder and a single valve device having a single piston interposed between the main conduit and the reservoir and cylinder, the said valve being arranged and constructed substantially as described to assume three positions, to normally furnish a passage from the conduit to the auxiliary reservoir and exit from the brake cylinder, to furnish a passage from the reservoir to the brake cylinder, the exit to the brake cylinder being closed, and to furnish a passage from the conduit to both the brake cylinder and reservoir, the passage from the brake cylinder being closed, substantially as described.

7. The combination with the auxiliary reservoir, brake cylinder and a single main conduit, a valve having a single piston, a spring actuating the piston, a valve stem connected therewith, the said piston being provided with valve ports, substantially as described, whereby it is capable of assuming three positions and varying pressures and controlling the passage of fluid to and from the auxiliary reservoir and brake cylinder, substantially as described.

8. The combination with the auxiliary reservoir and brake cylinder and main conduit, of a valve chamber connected to the same, a spring actuated single piston having a valve stem and provided with the ports 16, 17, 18, 19, arranged substantially as described to control the flow of the fluid to and from the auxiliary reservoir and brake cylinder, substantially as described.

9. The combination with the main reservoir and main conduit leading therefrom, of a signal device and reducing device interposed between the main reservoir and signal device, a .valve device interposed between the signal device and main conduit, an auxiliary cylinder, a brake cylinder and a valve device controlling the passage to and from the brake cylinder, and a signal operating valve, the arrangement being such that the automatic brake, the direct air brake, or the signal device may be operated independently of each other, substantially as described.

10. The combination with the main reservoir and main conduit leading therefrom, of a five-way valve device interposed in the conduit, a signal device interposed between the valve and the main reservoir, a reducing valve included in the conduit between the reservoir and signal device, an auxiliary reservoir and brake cylinder connected to the main conduit, and a valve device having three positions, interposed between the reservoir and conduit, and a signal operating valve connected to the main cylinder, substantially as described.

11. In a combined automatic straight air brake device and signal devices, the combination with the main reservoir and single main conduit, of a reducing device and signal device connected therewith, a valve device connected on both sides of the signal device and having exhaust port, relief ports and straight air ports, an auxiliary reservoir and brake cylinder and valve device interposed between the same and the main conduit, the valve device being arranged to assume three positions under variations of pressure with corresponding valve ports, and a trip relief valve for operating the signal, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOSEPH B. STEWART.

Witnesses:

F. B. MERRIHEW, O. W. CONKLIN.

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