US568714A

US568714A - bills

Info

Publication number: US568714A
Authority: US
Publication date: 1896-09-29
Anticipated expiration: 1913-09-29

Description

(No Model.) ZSheets-Sheet 1.

H. S. BILLS.

INDIVIDUAL GAR FLUID PRESSURE BRAKE OPERATING DEVICE. Np. 568,714.

Patented Sept. 29, 1896 (Mam ,AJ W W mgmnms Paws o0. womumm. wAsM (No Model.) I 2 Sheets-Sheet 2.

H. S. BILLS. INDIVIDUAL GAR PLUIDPRESSURE BRAKE ornnume DEVICE.

No. 568,714, Patented Sept. 29, 1896.

I N k 3 m on R Q E; E g/ 5 I3 M Q? m V 2 I I W //fi/ I THE "cams PETERS co PNOYO-LITHO WASH ma UNITED STATES.

ATENT FFlCli HORATIO SEYMOUR BILLS, OF IONIA, MICHIGAN, ASSIGNOR OF TWVO-THIRDS TO JOHN H. MITCHELL, OF SAME PLACE.

INDIVIDUAL-CAR FLUlD-PRESSURE-BRAKE-OPERATING DEVICE.

SPECIFICATION forming part of Letters Patent No. 568,714, dated September 29, 1896.

Application filed July 11, 1896. Serial No. 598,820. (No model.)

To all whom it may concern.-

Be it known that I, HORATIO SEYMOUR BILLS, a citizen of the United States, residing at Ionia, in the county of Ionia and State of Michigamhave invented certain new and useful Improvements in Individual-Car Fluid- Pressure-Brake-Operatin g Devices; and I do declare the following to be a full, clear, and exact description of the invention, such as IO will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the figures of reference marked thereon, which form a part of this specification.

My invention relates to devices for operatin g fluid-pressure railway-brakes and its object is to enable the air-brakes upon any coach to be locally actuated independent of the remainder of a train.

A further object of my invention is to enable the brakes to be set and released upon the locomotive and tender alone, or, should the cars be standing isolated, the brakes re- 2 5 lating to each can be separatelymanipulated.

It is a further and general object of my invention to economize the compressed-air supply, which continually runs short in practice, especially upon long trains when the 0 application of the brakes is repeatedly demanded. An understanding between engineer and brakemen with reference to certain parts of the road Where brakes are called for permits the trainmen to retard any car or number of cars, rendering it unnecessary for the engineer to lower the pressure throughout the length of the train-pipe. At the same time the brakes upon the remaining portions of the train are as fully under the control of the engineer as ever, the application of brakes upon a single car merely cutting out that particular coach for the time being from its place in the general system. Where the instructions regarding brakes are judiciously given beforehand and thoroughly comprehended by both engineer and trainmen, a very considerable saving of useful air-pressure over the quantity commonly needed certainly results from the use of my invention. Finally, the brakes upon a standing single car can be allowed to continue set for any length of time, and they are readily released upon again applying the train-pipe pressure.

Each constituent element of my invention is described in detail, and its office, together with the mode of operation of the whole, fully explained hereinafter.

Referring to the accompanying drawings, wherein like numbers designate like parts throughout, Figure 1 represents a plan View of the customary brake-cylinder, triple valve, auxiliary reservoir, and their connecting airpipes. In this figure the pressure-reducing device, a portion of the train-pipe, and interposed pipes appear in horizontal mid-section, together with a plan View of the means ordinarily adopted for operating my invention. Fig. 2 represents a mid-sectional view of the pressure-reducingdevice. The scale chosen for the second figure somewhat exceeds that upon which Fig. 1 was drawn.

Considering Fig. 1, numeral 1 designates a horizontal section of a portion of the trainpipe; 2 and 3, couplings of common construction and operation, 4, a stop-cock located near coupling 3, and 5 a stop-cock opening into the atmosphere from the train-pipe. 6 marks the brake-cylinder; 7, the pipe connecting brake-cylinder and triple valve 8.

9 designates the connection between triple valve and auxiliary reservoir 10, and 11 the pipe connecting triple valve 8 and train-pipe 1. Pipe 11 is interrupted and a T 12 introduced, into a lateral threaded orifice of which is fixed pipe 13. A nipple or bushing 14 is fixed in the outermost mouth of pipe 13 and will be again mentioned. Pipe 13 is exteriorly threaded near its outermost end and engages a corresponding orifice in the otherwise closed end of a cylinder 15. o

The parts now to be described will be most easily understood from an inspection of Fig.

2. 16 marks a strap or yoke fixed by machine-screws 17 over the outermost end of

cylinder

15, and 18 designates the removable 5 head closing that end of the cylinder and attached thereto by machine-screws 19. 20 and 21 mark nuts adapted to engage the threaded exterior of a long thinible 22, which is provided with a flange 23. The cylinder- I00 head 18 possesses a central orifice interiorly threaded for engagement with the threads of thimble 22, which is screwed through the orifice until the flange 23 meets the inner surface of the head. Nut is placed about the thimblc andin contact with the outer surface of head 18, and nut 21 embraces thimble 22 and is brought into contact with the inner surface of strap 10. The thimble is also conducted through a threaded orifice suitably situated in said strap. The office of nuts 20 21 is to fix the thimble in position after it has been adjusted, as explained hereinafter. 2i designates a piston-rod movably fitting the interior of the thimble and having one extremity fixed to a piston 25, movably fitting the cylinder interiorly. 26 is a valve c011- structed to fit and to accurately close the mouth of nipple 14, which opensinto the area 15* within cylinder 15. 27 designates a spiral spring coiled about the piston-rod 2t and arranged to be compressed between piston and flange 23 when the devices are subjected to the normal train-pipe pressure of air. 28 marks a secondary cylinder having one closed end, the open end of the cylinder being fixed to main cylinder 15, leading into the area 15 within said main cylinder. Secondary cylinder 28 has an orifice 29 connecting its interior with the atmosphere. 30 marks a screw-plu g engaging interior threads in the open end of the secondary cylinder, and the plug 30 is provided with an orifice 31, eccentrieally placed, which leads to the area 15. 32 marks a revoluble valve disk or piston which possesses an orifice 33, corresponding in size and position with the orifice 31, with which itis arranged to register. 3i is a stem or red rotatable within an orifice centrally provided through the closed end of secondary cylinder 28, and a pin 35 is sometimes driven into the rod to limit its longitudinal movement in one direction, the pin being arranged to fall within the secondary cylinder. It is not absolutely essential, as a coiled spring 36, surrounding the stem 34, reacts between valve-disk 32 and the inner surface of the closed end of sec ondary cylinder 28 to keep the valve-disk constantly against the seatfurnished it upon the inner side of the screw-plug 30. 37 marks a grooved pulley fixed upon the outer extremity of stem 31.

Again considering Fig. 1, 38 designates a cord having one or more turns around pulley 37 and its ends fastened to chain 39, which engages the sprocket-wheels 40 4:1. Sprocket 40 is attached to the end of a valve-stem 42 of a valve 43, which is arranged to cut oif the train-pipe from the brake-operatin g mechanism upon a car when the sprocket is turned. 41 designates a hand-wheel placed upon the top of a car or in any other desired position, wherefrom it may be operatively connected, as by a rod 45, with the sprocket 41, to which it is intended to serve motion. As customarily constructed the hand-wheel 44: has a projecting lug 46, which can be alternately brought into contact with steps 47 when the brakes are released and 4:8 when the brakes are applied.

Keeping in view the foregoing description, the operation of my invention may be stated as follows: Assuming the parts to be assembled as shown in Fig. 1, the normal trainpipe pressure will charge the reservoir and maintain the brakes in their released position until a reduction of pressure causes them to be applied. This normal train-pipe pressure extends to the area 15 within the main eylinder 15, and, acting against the piston 25, compresses spring 27 more or less, according as its tension is governed by the adjustment longitudinally of the thimble 22, fixed by the nuts 20 21. It will be readily understood that the spring 27 may be so constructed and adjusted as to balance any predetermined pressure within area 15*,which pressure must exceed the force exerted by the spring; otherwise the piston 25 will be advanced and valve 26 caused to close the orifice of nipple 14, shutting off communication with the pipe 11. As usually constructed a half-turn of handwheel 4-1 cuts elf the train-pipe and simultaneously turns pulley 37, bringing orifices 31 33 into conjunction, thus affording a passage for the air to escape from area 15 to atmosphere. A-local reduction of a few pounds per inch only of pressure is needed to apply the brakes upon the single car, and as that point of reduced pressure is reached the piston 25, bearing valve 26, advances and closes the orifice of nipple 1i, preventing further loss of air. Obviously the remainder of the train is entirely unaffected. Moving the hand-wheel into its original position restores the normal train-pipe pressure, causes piston 25 to retreat against the force of spring 27, and releases the brakes.

\Vhile the means for operating my invention by chain and sprocket-wheels, cord and pulley is preferable, I do not confine myself to that special construction, but may vary the mechanism employed within the scope of my invention.

'What I claim, and desire to protect by Lctters Patent of the United States, is

1. In an individual-car fluid -pressurebrake-operating device, the combination of a train-pipe, an auxiliary reservoir, a triple valve, a brake-cylinder and suitable connections, a cut-off valve introduced between said triple valve and train-pipe whereby the pres sure in said train-pipe is cut oif from the remaining parts upon a single car, mechanism interposed between said triple valve and cutoff valve and adapted to reduce the normal pressure locally in a predetermined degree, and means borne by the car for simultancously operating cut-off valve and pressurereducing mechanism, substantially as described.

2. In an individual car fluid pressurebrake-operating device, the combination of a trailrpipe, an auxiliary reservoir, a triple valve, a brake-cylinder and suitable connections, mechanism for reducing pressure in a predetermined degree, consisting of a maincylinder having one end closed to a central orifice, a valve-seat fixed in said orifice, a removable cylinder-head having a threaded central orifice, a strap attached to said cylinder and provided with a threaded orifice, an exteriorly-threaded thimble having a flanged mouth, said thimble constructed to engage the orifices of said cylinder-head and strap, means for fixing the longitudinal position of said thimble, a piston-rod adapted to enter said thimble, a spring, a piston attached to said rod, a valve attached to said piston and adapted to fit said valve-seat, devices for connecting said main cylinder with the atmosphere, a cut-01f valve introduced between said triple valve and train-pipe, said pressure-reducing mechanism being interposed between'said triple valve and cut-off valve, and means for simultaneously operating out- .off valve and pressure-reducing mechanism,

substantially as described.

3. In an individual car fluid -pressurebrake-operating device, the combination of a train -pipe, an auxiliary reservoir, a triple valve, a brake-cylinder and suitable connections, mechanism for reducing pressure in a predetermined degree, consisting of a main cylinder having one end closed to a central orifice, a valve-seat fixed in said orifice, a removable cylinder-head having a threaded central orifice, a strap attached to said cylinder and provided with a threaded orifice,an exteriorlythreaded thimble having a flanged mouth, said thimble constructed to engage the orifices of said cylinder-head and strap, means for fixing the longitudinal position of said thimble, a piston-rod adapted to enter said thimble,a spring,a piston attached to said rod, a valve attached to said piston and adapted to fit said valve-seat, a secondary cylinder 'having one end closed to a central orifice and one end fixed to and opening into said main cylinder, a screw-plug having an orifice and arranged to close the open end of the second ary cylinder, a revoluble valve-disk provided with an orifice adapted to register with the orifice of said plug, a revoluble valve-stem fixed to said valve-disk, a spring arranged to hold the valve-disk against said plug, a cutoff valve introduced between said triple valve and train-pipe, said pressure-reducing mechanism being interposed between triple and cut-off valves, and means for simultaneously operating said cut-oft valve and reducing mechanism, substantially as described.

4. In an individual-car fluid-pressurebrake-operatin g device, the combination of a train-pipe, an auxiliary reservoir, a triple valve, a brake-cylinder and suitable connections, mechanism for reducing pressure in a predetermined degree, consisting of a main cylinder having one end closed to a central orifice, a valve-seat fixed in said orifice, a removable cylinder-head having a threaded central orifice, a strap attached to said cylinder and provided with a threaded orifice, an exteriorly-threaded thimble having a flanged month, said thimble constructed to engage the orifices of said cylinder-head and strap, means for fixing the longitudinal position of said thimble, a piston-rod adapted to enter said thimble, a spring, apiston attached to said rod, a valve attached to said piston and adapted to fit said valve-seat, a secondary cylinder having one end closed to a central orifice and one end fixed to and opening into said main cylinder, a screw-plug having an orifice and arranged to close the open end of the secondary cylinder, a revoluble valvedisk provided with an orifice adapted to register with the orifice of said plug, a revoluble valve-stem fixed to said valve-disk, a spring arranged to hold the valve-disk against said plug, a cut-off valve introduced between said triple valve and train-pipe, said pressure-reducing mechanism being interposed between triple and cut-off valves, a hand-wheel provided with a lug, stops arranged to limit the rotation of the hand-wheel, a sprocket-wheel in operative connection with said hand-wheel, a sprocket connected with said cut-off valve, a chain, a grooved pulley attached to the revoluble valve-stem, a cord wound upon said grooved pulley and attached to said chain, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

HORATIO SEYMOUR BILLS. itnesses:

J ESSIE L. lVIITOHELL, HARRY B. MCDONALD.