US548335A - wessels - Google Patents

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US548335A
US548335A US548335DA US548335A US 548335 A US548335 A US 548335A US 548335D A US548335D A US 548335DA US 548335 A US548335 A US 548335A
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air
casing
valve
brake
car
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
    • B60T8/441—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems using hydraulic boosters

Definitions

  • a form of air-brake for individual cars has I5 been used in which a pump operated by the rotation of'the ear-axle supplies air to reservoirs whence it is led to the brake-cylinder of the brake.
  • the flow of the air to the reservoir and the brake-cylinder has been gov- 2o erned by a hand-lever and valve on the platform, and the air-pressure had to act through pipes of considerable length in order to pass by way of said valve. A loss of time and of pressure resulted from this.
  • the form of pump employed is also imperfect. Operating a pump under a car involves the subjection of the apparatus to very severe test, because of the jarring motion and the dust and dirt, and the pumps heretofore employed have not 0 been entirely equal to coping with these difficulties.
  • Our improvement therefore, relates to an air-brake system for individual cars which possesses greater simplicity as to the circulation part of the system, greater strength and durability of the pump and other parts of the system, and has certain other advantages which we will refer to more fully hereinafter in describing the details of our improved apparatus.
  • Figure I is an under side view of a car-body and car wheels and axles, showing ourimprovements applied thereto.
  • Fig. II is a partly-sectioned side view of our improved flexible coupling.
  • Fig. III is a side elevation of an eight-wheel car to which our invention is applied, partly broken away to show the air-reservoir and the connection therefrom to the car-platform.
  • Fig. IV is a top view of the gage and quadrant.
  • Fig. Vis a side elevation thereof.
  • Fig. VI is a sectional elevation of the valve, the operating-chain not being shown.
  • Fig. VII is an under side view of a car-body and car wheels and axles, showing ourimprovements applied thereto.
  • Fig. II is a partly-sectioned side view of our improved flexible coupling.
  • Fig. III is a side elevation of an eight-wheel car to which our invention is applied, partly broken away to show the air-reservoir and the connection therefrom to the car-platform
  • FIG. 1 is atop-view thereof, showing the operating- XIII, illustrating another form thereof. Figs.
  • XVI and XVII are similar views illustrating another modification.
  • Figs. XVIII and XIX are similar views illustrating still another form.
  • Fig. I 1 is a car-body, and 2 are the axles of the car.
  • 3 is an air-pump, hung at one end from one of the axles 2 by means of its casing 4, which is boxed on said axle, and at the other end by link 5 (see Fig. XIV) from the car-body.
  • 6 is the air-reservoir, located under the car-body. as in Fig. I, or within the same, as in Fig. III, and receiving air from pump 3 by pipe 7.
  • a pipe 8 leads from the reservoir 6 to the casing 9 of the controlling-valve.
  • Another pipe 10 leads .from said casing to the brake-cylinder 11,
  • valve 17 which has the piston 12 for actuating the brake-beams.
  • Another pipe 13 leads from the valve-casing into an exhaustcylinder 14, which has the wire-netting or other perforated ends 15, and has a pipe 16 communicating with the inlet of pump 3.
  • the structure of the valve is shown in Figs. VI to XI.
  • the valve 17 having a stem 18, on which are fixed the two sprocket or other wheels 19 of operating chains or cables 20.
  • the body of the valve 17 is frusto-conioal, as shown, to engage the correspondingly-shaped walls of 5 the casing 9, so as to allow adjustment of the valve to take up wear.
  • the upward taper of the valve and its seat also precludes the possibility of wedging of the valve by reason of the jarring action of the car.
  • the body of the valve is made in two parts, held together in any desired way, and the parts have on their adjacent faces the grooves 17 (shown in Figs. X and XI,) which when the two parts are placed and fixed rigidly together form the passage shown in dotted lines in Fig. IX.
  • a pin 21 on the casing engages a slot- 22 on the upper half of the valve-body 17 to limit the motion of the valve.
  • the operating-chains are connected by rods 23 with chains 24 on sprocket-Wheels 25 at the base of staffs 26 on the car-platform, having at their upper ends hand-levers 27, moving over quadrants 28.
  • Valve 17 By operating the hand-lever 27 the Valve 17 can be turned in its casing, thus causing the reservoir 6 to supply air to the brake-cylinder 11 or causing the said brake-cylinder to exhaust through the valve into the exhaustcylinder 14.
  • the purpose of the exhaust-cylinder is to deaden the noise of the escaping air, at the same time supplying an alreadystrained body of air to the pump 3.
  • the pump 3 is constantly in action while the car is moving; but by reason of the regulating apparatus 31, well known in this class of apparatus, it only pumps air into the cylinder 6 up to a certain pressure and then runs freely.
  • the form of pipe connection shown is adapted to secure the flow of air through the valve with the least possible loss of time and pressure.
  • each pipe at flexible coupling such as shown, in Fig. Il--that is to say, each of the pipes 7 8 10 13 16 is at some point coupled by an armored rubber tube 32, securely fastened in place, which not only allows of considerable latitude of adjustment of the pipes to place, but gives such a resilient action to the pipes that they cannot jar loose from their connections.
  • the pump and the driving parts, thereof are all thoroughly protected from the dust.
  • the cylinder 33 thereof is rigidly united with the casing 34.
  • the two form a single casing for the moving parts of the pump, and the part 34 of the casing is boxed on the axle 2, as already described.
  • Fig. XII the piston 35 of the pump is shown driven by a pitman 36, strap 37, and eccentric 38 from the axle 2, all of which parts are, as
  • a pinion 39 which drives a gear 40, mounted on a pin 41 on the casing 34.
  • the gear carries a wrist-pin 42, which operates a pitinan 36, connected to the piston 35.
  • pinion 39 drives a gear 40, which has instead of the wrist-pin 42 a cam-groove 43, in which travels a pin 44 on rod 45, which is guided to a right line by slot 46 and the pivot-pin 47 of gear 40.
  • a receptacle 48 for oil may be provided in the casing 34 in such position as to supply oil to the contact faces of the pinion and gear 39 40.
  • FIG. XVIII and XIX Another form of the pump is shown in Figs. XVIII and XIX, in which an eccentric groove 51 is formed in a disk 52, placed directly upon the car-axle 2. In the groove 51 travels the pin 44 on the piston-rod 45, and the yoke 53 of the piston-rod is here enlarged sufiiciently to embrace the axle 2, which therefore guides the rod to a right line.
  • the disk 52 is provided with a hole 54 and the casing 34 with a door 55, to allow the pin and the autifriction-roller 56 thereon to be inserted and replaced when necessary.
  • controlling staffs the quad rant, having a seat for a gage, the controlling lever and the pressure gage fixed in said quadrant and having an air pipe connected with said reservoir, substantially as set forth.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Description

(No Model.)
7 Sheets---Sheet 1. E. J. WESSELS & G'- S. LEE.
AIR BRAKE.
No. 548,335.. I
Patented 001;. 22, 1895.
WITNESSES:
(No Model.) 7 Sheets-Sheet 2.
E. J. WESSELS & G. s. LEE. AIR BRAKE.
No. 548,335. Patented 001;. 22, 1895.
AN DREW EGRAHAM'. PNOTO-UTHQWASHINFI'UK D.C
(No Model.) r 7 Sheets-Sheet 4.
E. J. WESSELS & G. S. LEE.
' AIR BRAKE.
No. 548,335. Patented Oct. 22, 1895.
WITNESSES:
v 7Shets-Sheet 5. E; J. WESSELS 8t" G. S. LEE. AIR BRAKE.
Patented Oct. 22, 1895.
(No Model.)
(No Model.) 7 Sheets'Shee't 6. E. J. WESSELS & G. S. LEE.
AIR BRAKE.
Patented 0015.22, 1895.
' INVENTORS. hm&
ATTORNEYS (NovModeL) 7 ShetsShee't 7.
E. J. WESSELS & G. S. LEE. AIR BRAKE.
No. 548,335." Patented 001;. 22, 1895.
INIVENTORSI ATTORNEYS.
UNITED STATES PATENT OFFICE.
EDWARD J. WESSELS, OF WESTFIELD, AND GEORGE S. LEE, OF HAWTHORNE, NEW JERSEY, ASSIGNORS TO THE STANDARD AIR BRAKE COMPANY, OF
NEW YORK, N. Y.
Al R-BRAKE.
SPECIFICATION-forming part of Letters Patent No. 548,335, dated October 22, 1895.
Application filed March 8, 1895. Serial No. 541,065- (N model.)
To all whom it may concern.-
Be it known that we, EDWARD J. WEssELs, a subject of the Queen of Great Britain, residing at Westfield, county of Union, and GEORGE S. LEE, a citizen of the United States, residing at Hawthorne, county of Passaic, State of New Jersey, have invented certain new and useful Improvements in Air-Brakes, of which the following is a specification.
[0 Our invention relates to certain improvements in brakes which are intended to be controlled byamotorman,brakeman,ordriver on a car-platform.
A form of air-brake for individual cars has I5 been used in which a pump operated by the rotation of'the ear-axle supplies air to reservoirs whence it is led to the brake-cylinder of the brake. The flow of the air to the reservoir and the brake-cylinder has been gov- 2o erned by a hand-lever and valve on the platform, and the air-pressure had to act through pipes of considerable length in order to pass by way of said valve. A loss of time and of pressure resulted from this. The form of pump employed is also imperfect. Operating a pump under a car involves the subjection of the apparatus to very severe test, because of the jarring motion and the dust and dirt, and the pumps heretofore employed have not 0 been entirely equal to coping with these difficulties.
Our improvement, therefore, relates to an air-brake system for individual cars which possesses greater simplicity as to the circulation part of the system, greater strength and durability of the pump and other parts of the system, and has certain other advantages which we will refer to more fully hereinafter in describing the details of our improved apparatus.
Referring to the accompanying drawings, which form a part of this specification, Figure I is an under side view of a car-body and car wheels and axles, showing ourimprovements applied thereto. Fig. II is a partly-sectioned side view of our improved flexible coupling. Fig. III is a side elevation of an eight-wheel car to which our invention is applied, partly broken away to show the air-reservoir and the connection therefrom to the car-platform. Fig. IV is a top view of the gage and quadrant. Fig. Vis a side elevation thereof. Fig. VI is a sectional elevation of the valve, the operating-chain not being shown. Fig. VII
is atop-view thereof, showing the operating- XIII, illustrating another form thereof. Figs.
XVI and XVII are similar views illustrating another modification. Figs. XVIII and XIX are similar views illustrating still another form.
Referring to Fig. I, 1 is a car-body, and 2 are the axles of the car. 3 is an air-pump, hung at one end from one of the axles 2 by means of its casing 4, which is boxed on said axle, and at the other end by link 5 (see Fig. XIV) from the car-body. 6 is the air-reservoir, located under the car-body. as in Fig. I, or within the same, as in Fig. III, and receiving air from pump 3 by pipe 7. A pipe 8 leads from the reservoir 6 to the casing 9 of the controlling-valve. Another pipe 10 leads .from said casing to the brake-cylinder 11,
which has the piston 12 for actuating the brake-beams. (Not shown.) Another pipe 13 leads from the valve-casing into an exhaustcylinder 14, which has the wire-netting or other perforated ends 15, and has a pipe 16 communicating with the inlet of pump 3. The structure of the valve is shown in Figs. VI to XI. Within the casing 9 is arranged go the valve 17, having a stem 18, on which are fixed the two sprocket or other wheels 19 of operating chains or cables 20. The body of the valve 17 is frusto-conioal, as shown, to engage the correspondingly-shaped walls of 5 the casing 9, so as to allow adjustment of the valve to take up wear. The upward taper of the valve and its seat also precludes the possibility of wedging of the valve by reason of the jarring action of the car. The body of the valve is made in two parts, held together in any desired way, and the parts have on their adjacent faces the grooves 17 (shown in Figs. X and XI,) which when the two parts are placed and fixed rigidly together form the passage shown in dotted lines in Fig. IX. A pin 21 on the casing engages a slot- 22 on the upper half of the valve-body 17 to limit the motion of the valve.
The operating-chains are connected by rods 23 with chains 24 on sprocket-Wheels 25 at the base of staffs 26 on the car-platform, having at their upper ends hand-levers 27, moving over quadrants 28. Sunk into the quadrant 28, in position to be constantly observed by the gripman or motorinan, is a gage 29, which has connection by a small pipe 30 directly with the air-reservoir 6.
By operating the hand-lever 27 the Valve 17 can be turned in its casing, thus causing the reservoir 6 to supply air to the brake-cylinder 11 or causing the said brake-cylinder to exhaust through the valve into the exhaustcylinder 14. The purpose of the exhaust-cylinder is to deaden the noise of the escaping air, at the same time supplying an alreadystrained body of air to the pump 3. The pump 3 is constantly in action while the car is moving; but by reason of the regulating apparatus 31, well known in this class of apparatus, it only pumps air into the cylinder 6 up to a certain pressure and then runs freely. The form of pipe connection shown is adapted to secure the flow of air through the valve with the least possible loss of time and pressure.
A great deal of trouble has been caused in these structures heretofore by the shaking apart and loosening of the couplings, owing to the jar of the car. To obviate this we provide in each pipe at flexible coupling such as shown, in Fig. Il--that is to say, each of the pipes 7 8 10 13 16 is at some point coupled by an armored rubber tube 32, securely fastened in place, which not only allows of considerable latitude of adjustment of the pipes to place, but gives such a resilient action to the pipes that they cannot jar loose from their connections.
The pump and the driving parts, thereof are all thoroughly protected from the dust. The cylinder 33 thereof is rigidly united with the casing 34. In fact, the two form a single casing for the moving parts of the pump, and the part 34 of the casing is boxed on the axle 2, as already described.
The casing may be put together in any preferred way. We have shown in the drawings several different ways of accomplishing this. In Fig. XII the piston 35 of the pump is shown driven by a pitman 36, strap 37, and eccentric 38 from the axle 2, all of which parts are, as
will be seen, thoroughly protected by casing 33 34.
In Figs. XIV and XV, instead of an eccentric being arranged on the axle 2, we provide thereupon a pinion 39, which drives a gear 40, mounted on a pin 41 on the casing 34. The gear carries a wrist-pin 42, which operates a pitinan 36, connected to the piston 35.
In Figs. XVI and XVII the pinion 39 drives a gear 40, which has instead of the wrist-pin 42 a cam-groove 43, in which travels a pin 44 on rod 45, which is guided to a right line by slot 46 and the pivot-pin 47 of gear 40.
A receptacle 48 for oil, provided with a dripping-aperture 49 and, if desired, a wick 50, may be provided in the casing 34 in such position as to supply oil to the contact faces of the pinion and gear 39 40.
Another form of the pump is shown in Figs. XVIII and XIX, in which an eccentric groove 51 is formed in a disk 52, placed directly upon the car-axle 2. In the groove 51 travels the pin 44 on the piston-rod 45, and the yoke 53 of the piston-rod is here enlarged sufiiciently to embrace the axle 2, which therefore guides the rod to a right line.
The disk 52 is provided with a hole 54 and the casing 34 with a door 55, to allow the pin and the autifriction-roller 56 thereon to be inserted and replaced when necessary.
Having thus described our invention, the following is what we claim as new therein and desire to secure by Letters Patent:
1. The combination of the air reservoir, the valve and valve casing, the brake cylinder, the air pump and the exhaust cylinder 14 connected to said valve casing and to the air pump cylinder and having means for admitting atmospheric air and for straining the same substantially as set forth.
2. The combination of the air reservoir, the
IOC
controlling staffs, the quad rant, having a seat for a gage, the controlling lever and the pressure gage fixed in said quadrant and having an air pipe connected with said reservoir, substantially as set forth.
3. The combination of the casing 33, 34, the piston 35, the car axle 2 whereon the casing 34 is boxed, the piston rod 45-having the yoke 53 and pin 44 and the eccentric 52 having groove 51 substantially as set forth.
4. The combination of the casing 33, 34, the part 34 having the door 55, the eccentric 52 caving groove 51 and hole 54, the part 33 of the casing having piston 35 and the piston rod 45 having yoke 53 and pin 44 all arranged and adapted to operate, substantially as and for the purposes set forth.
EDWARD J. WESSELS. GEORGE S. LEE. Witnesses:
J. GREEN, M. V. BIDGOOD.
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