US569823A

US569823A - grabbing

Info

Publication number: US569823A
Authority: US
Publication date: 1896-10-20
Anticipated expiration: 1913-10-20

Description

(No Model.) 2 Shee'ts-Sheet 1. H. S. GRAB-RING. AIR BRAKE FOR RAILWAY CARS.

Patented Oct. 20, 1896.

A TTORNEY.

(Nb Model.) 2 Sheets-Sheet 2 H. S. GRAEBING. AIR BRAKE FOR RAILWAY CARS.

Patented Oct. 20, 18.96.

9414 f li I: 7..

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UNITED STATES PATENT OFFICE.-

IIENRY S. GRAEBING, OF ALLEGHENY, PENNSYLVANIA, ASSIGNOR OF TYVO-TI-IIRDS TO JAMES OLLIFFE, SR, AND JAMES OLLIFFE, JR, OE

SAME PLACE.

AIR-BRAKE FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 569,823, dated October 20, 1896.

Application filed February 28, 1895 Serial No. 540,114. (No modelJ To aZZ whom it may concern:

Be it known that I, HENRY S. GRAEBING, a citizen of the United States, residing at Allegheny, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Air-Brakes for Rail way-Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to a direct air-brake system adapted to be used as an auxiliary to and'in combination with an automatic systern, whereby the brakes can be applied by either the automatic or quick system or by the direct, or by both, as may be required.

The object of my invention will be fully set forth in the following specification.

In the accompanying drawings, Figure 1 is a diagrammatic view of the system as it will appear when in position on the locomotive and car. Figs. 2 and 3 are sectional views, on enlarged scale, of valves used in the direct system. Fig. i is a view, partly in section, of the main air-reservoir and the pump.

Similar letters of reference indicate similar parts in the several figures.

So far as the automatic system is concerned it is only necessar T to refer to the several parts in a general way.

A is the auxiliary reservoir, B the brakecylinder, D the triple valve, B the train-pipe, b the connecting-pipe between the train-pipe and triple valve, B the main reservoir, Ethe pumps, the engineers brake-valve, E the pump-governor, and E the engineers brakevalve reservoir, all connected together and acting in the usual manner.

D is the direct-air train-pipe, and it is connected to the pipe e by a short pipe 8, provided with a shut-off valve 6 The pipe 6 connects the main air-reservoir with the engineers brake-valve 0 From the pipe D a pipe h leads to the brake-cylinder and is provided with a spring-pressure valve 1), set to withstand not less than fifteen (15) pounds pressure, and it may be considerably more, if desired. A pipe as leads from and into the pipe I) around the pressure-valve Z2 and is provided with an ordinary check-valve a. From the exhaust-opening of the triple valve D a pipe 0 leads to the pipe D and is provided with a stop-cock 0 b is a two-way cock in the pipe D and is manipulated by the engineer to exhaust air from the pipe D.

b and b are stop-cocks in the pipes leading from the train-pipes and, with the stopcock c*, are intended to cut the carout should anything go wrong with the brakes; or the direct system can be out out and the automatic used alone.

In operation when the automatic system is used the cock b is closed and the'valve b operated to exhaust air from the pipe D. In the event it should be desirable to retain a limited pressure on the brakes, as when descending a grade, the engineer is enabled to regulate this pressure by means of the valve I1 and the use of retaining-valves on each car, which have to be operated by the brakemen in automatic systems, is thereby avoided and the engineer has the sole control of his train.

When it is desired to use the direct system, the cock 6 is turned to close the exhaustfrom pipe D, and the cock Z2 is opened. Air will then pass from the main reservoir 13 through pipes e, e, D, If, and a, past the check-valve (L to the brake-cylinder B, when it will set the brakes, and the pressure can be kept up indefinitely by use of the pump. By simply closing the cock h this pressure can be practically retained on the brakes, and if the auxiliary reservoirs have been exhausted they can be recharged without releasing the brakes. In order to partially release the brakes, the cook 12 is turned to exhaust from pipe D, (the cock if being closed,) when the air in the brakecylinder will pass out through pipe' 12, pastthe pressure-valve h into pipe D, until the pressure in the brake-cylinder is reduced to permit the valve 1) to be seated by its spring. The air will also exhaust through the triple valve in the ordinary manner.

The special advantages of the pressurevalve are as follows: In the event the train should break the brakes will be set by the automatic system, but the air will at once begin to escape past the pressure-valve b and through the direct air-pipe D, but a pressure of fifteen pounds or more will be retained in the brake-cylinders, (this depending on the pressure requisite to lift the valve Z9 from its seat,) and this is usually sufficient to stop a train. Another advantage is that it assists the triple valve to exhaust in the event the brake-cylinder should be overcharged to such an extent as to prevent the movement of the triple valve to open the exhaust. In the automatic system this occasionally happens and it is necessary to bleed the auxiliary reservoir to reduce the pressure in the brakecylinders sufficiently to enable the pressure in train-pipe to move the triple valve.

' In the event it is required to make an em ergency stop either the automatic or the direct system may first be used to apply the brakes, and then the other system may be immediately used. The effect will be that the pres sure in the main reservoir and that in the auxiliary reservoir Will be utilized to apply the brakes and the train will be quickly stopped.

Having thus described my invention, I claim- 1. A fluid-pressure brake system, comprising an ordinary automatic system and a direct-air system, the latter consisting of a direct-air train-pipe communicating with the main air-reservoir, a cock controlling admission of air to said train-pipe, a branch pipe leading from the train-pipe to the brake-cylinder, a pressure-valve b in the branch pipe, a pipe leading from and into the branch pipe around the pressure-valve and provided with a check-valve opening to admit air to the brakecylinder, and an engineers valve b to exhaust from the direct-air train-pipe, substantially as described.

2. A fluid-pressure brake system, comprising an ordinary automatic system, and a direct-air system, the latter consisting of a di rect-air train-pipe communicating with the main reservoir, a cock controlling admission of air to said direct-air train-pipe, a branch pipe leading from said train-pipe to the brakecylinder, a pressure-valve b in the branch pipe, a pipe leading from and into the branch pipe around the pressure-valve and provided with a check-valve, a pipe leading from the exhaust-opening of the triple valve to the direct-air train-pipe, and an engineers valve 1) to exhaust from the direct-air train-pipe, substantially as described.

In testimony that I claim the foregoing I hereunto affix my signature, in the presence of two witnesses, this 10th day of December, rh- D. 1894.-

HENRY S. GRAEBING.

In presence of FRANK L. KOHEN,

D. KARNS.