US571736A - Air-brake mechanism - Google Patents

Description

3 Sheets-Sheep 1.

Patented Nov. 17, 1896.

,H .O.ZENKE.

' v awoewtoz M am attoznqa AIR BRAKE MEGHANISM.

(mi Model.)

-H,G.ZENKE.

AIR BRAKE MECHANISM.

No. 571,736; v

g mia 'IIJIIIIIIIIIIYA 3 Sheets-Sheet 2 Patented Now-17, 1896.

(No Model.) 3 Sheets-Sheet a.

H. C. 'ZENKE. AIR BRAKE MECHANISM.

No. 571,736. Patented Nov. 17, 1896.

z-zzm/a,

UNITED STATES PATENT Orrrcn.

nnnnv o'. ZEN-KE, or SANDY POINT, WASHINGTON.

AIR-BRAKE MECHANISM.

srnormca'rrou forming part of Letters Patent No. 571,736, dated Noveznber 17, 1896.

. A lication filed April 20, 1891. Renewed May 7, 1896. Sriel No. 590,623; (No model.)

To all whont it may concern.-

Be it known that I, HENRY (l. ZENKE, a

I citizen of the United "States of America, re-

siding at Sandy Point, Island county, State of Washington, have invented and made new and useful Improvements in Air-Brake Mechanism for Railway-Cars and I do hereby declare'tha-t the following is a full, clear, and exact description and specification of the same, reference being had to the accompanying drawings, forming part thereof.

I The object of my invention is't'o obviate former d ifficulty and to provide devices which permit the use of air-pressure normally directly from the main air-reservoir on the r brake-cylinder, so that the brakes can be applied with any degree of force by the engineer, and when needed or when a train airpipe breaks the air-pressure from what I call the auxiliary reservoir is brought in to use automatically to apply the brakes, the air in said auxiliary reservoir being automat icalh supplied from; the main reservoir -through suitable valve mechanism; in fact,

the train cannot start after a stop until the auxiliary reservoir contains the normal pressure, which may be altered to suit the grades, the. (The pressure generally in I use "with lvestyighouse is seventypounds to the square inch.

By my invention the engineer can use either i To this end my invention consists in'certain mechanism and combinations of devices fully set forth in and claimed at the end 01: this specification.

' In order-that persons skilled in the art may understand, construct, and use my invention,

, I will proceed to describe it, referring to the drawings, in which- Figure l is a side elevation. Fig. j2 is a top view or. plan. Fig. 3 is a vertical'ceutral section. Figsrel and 5 are also vertical centralsections showing the. valve pistons in their-difi'erent extreme positions; Fig. 6 is a will of the engineer or conductor by the use.

its movements.

back or rear vie w of the valve-piston, looking from the right in the various figures. Fig. 7 is a vertical section of the same on line x a: of

Fig. 8, also looking from the right of thesheet. Fig: 8 is a plan of the valve-piston. Fig. 9 represents a'cliagrammatic view of my invention as applied to more than one car in train.

A is the valve-chamber. l3 isthe valve-piston. C is the pipe connection from the valvechamber to supply air to the brake-cylinder.

D is the pipe connectionlto conduct air under pressure from the main reservoir on the engine of the train on which the brakes are to be operated.

D is thetrain-pipe leading from the reservoir on the engine (marked D to the several cars brake apparatus. V

E .isthe pipe opening to the atmosphere from the valve-chamber. I

1 is the opening through the valve-piston, through which air is discharged. from the brake-cylinder when the brakes are released,

which occurs when the valve-piston is in the position shown in'Fig.

G and G are recesses 1n the lower and upper ends of the valve-piston through which air under pressure is admitted to pipe G from below or above, according as the valvepiston stands,.as represented in Figs. 4 or 5.

H is an aperture passing lengthwise through the valve-piston for the purpose of conveying air under pressure from the main reservoir on the engine through the train-pipes and through pipe D to the valve-chamber above the valve;piston.

, I'is an'enlargement of the lower end of this aperture H, into which a valve-seatis screwed, Emarked I a ball-valve rests upon the seat I,

marked 1 )and a coil-sprin gl'f -presses against the upper surface of this ball-valve and the top ot the recess I and holds the valve on its seat.

air-pressure reservoir, (marked K.) I; u L is the valve piston-rod.

it extends upward. as shown, and-is surmounted by a piston L, which fits and works upward and downward in the upper part of the valve-chamber and has afixed relation to thevalve-piston in M is an extension of the rod L upward.

N is a coil-spring, which surrounds rod M and bears upon the upper surface of piston L, and against an adjustable screw-cap N for. the purpose of regulating the tensionofthe spring N upon. the piston L. Screw-cap N p is screwed upon the upper end of the valvechamber extension, (marked N O is the yoke which guides the extension ofrod M, (marked M in its reciprocations back "Io and forth. This yoke is fastened by proper I screws to the external upper part of the valvechamber extension, as shown. v

Operation: The operation of my invention is as follows: The connections being made between the valve-chamber Ath rough the main.

supply-pipe D and the usual train-pipes and through the pipe 0 to the usual brake-cylinder which operates the brake mechanism, also through the pipe J to the auxiliary safetyreservoir, 1he pressur'eis admitted by theengin eer to the lower part of the valve-chamber A beneath the valve-piston B, which pressure tends to force the 'piston B upward or forward until the'valve-piston reaches the position shown in Fig. 3 and balances the pressure of the spring N (which is assumed to be sixty pounds to the square inch.) At the same time -the air-pressure lifts the valve I in the pistonvalve B. and escapes into the space above the said valve-piston and into the auxiliary reservoir until the pressures below and above the said piston-valve are equalized. The air in the auxiliary reservoir cannot return through, the piston-valve agaiu,-because the 3 5 ball-ValVe-'I prevents it. When the piston- ValVi. reaches the position indicated as above, (shown in Fig. 3,) the exhaust-opening F- through' the piston-valve B is opposite the .pipe C and connects it the brake-cylin- 40 der -'with theatmosphere through dischargepip'eE, and the brakes arereleased. When the engineer desires to apply the brakes again, he raises the pressure of the air in the upply-pipe D, (and consequently in 5 the a i'xiliary reservoir,) beneath the pistonvalve, 13, which, beinggreater than the resistance of the spring N,- forces the vpiston. upward or forward until thebottoin of said" p'is von-yalve reaches the pipe 0, when air- 53- pressure is admitted 'to the brake-cylinder and. the brakes are thus applied. 'The distance to which the ,valve piston is moved forward is reg'ulatedby'the increase of air:pressure in the pipe D-by the=engineer, audit 5 5- will be seen'that the, pressure in the brake.- c'ylinder can "be regulatedby' theengineer and the brakes applied, as. occasion requires, I by direct air pressure,from th'e'main" reser ,voir on the engine. It will also be perceived ,6o thatthe.pressurein the-chamber- -below and above the valve;pistjon "and iuthe auxiliary reservoir is always thesanie, while thebrakes areoperatedby air direct fromthem'ain res- -'ervoir,'on the engine.- ".Should ,-however; the "pressure in the main supply pipe D be re; ,duced below'the normal pressuraeitherb? design. or byaccident, the pressure of the spring N, acting on piston L, forces the piston-valve downward or-backward until the valve reaches about the position shown in Fig.- 5, and air-pressu re is thus admitted from the auxiliary reservoir through pipe 0 to the brake-cylinder, which applies the brakes au-x. tomatically,so that should any accident occur by which the train-pipes are severed from the engine the air from the auxiliary safetyreservoir is instantly and automatically brought into'use and the brakes are forcibly applied;

The valve-piston is returned to the positions shown in Figs. 3 or 4 by the increase of pressure inthe train-pipe D and pipe D and to the base of the valve-piston IE; to which the pipe D leads unobstructedly, which pressure lifts the said valve-piston accordingly as the pressure is graduated to resist the force of the spring N above said valve-piston extension. There is sufficient space made he neath the base of the valve-piston B to allow air to pass beneath the same from pipe D. 10

By means-of the screw-nut N the tension of the spring N against the reg ulator-pistiin L is varied at will and set to agree; with the 7 normal pressure of air to be used in operating valve-piston B by pressure direct from the main reservoir on the-engine. The yoke 0 serves as a guide for the piston-rod M in its reciprocations, The rod M is made square or angular to prevent it from turning out of position of adjustment.

'.lhe valve-seat I is screwed into its place after the spring I and the ball-valve I are IOO - inserted.

The shape of the valve-ports maybe elliptical, rbund, or auy'other convenient shape.

. I prefer to make them rectangular, as is usual.

-l Iaving now fully described my invention and the specific manner in which I have embodied-it, what I claim as new, and desire to 1 Secure, by Letters Patent, is-

In an airbrake valve mechanism, the combination, consistingofthe valve -;chan1ber, provided with an inlet-port D, at :one end, the other end being pr'ovided'w-ith aspring adjusting device, and open to the atmosphere; port J located at a distance from port .D, leading toan auxi 'ary reservoir, the port 0 located between ports D and J; the port E, as shown; and the valve-piston B, located and reciprocating in said chamberB, between the :20

ports D and .Land providedwith port H,,and

its valve mechanism substantially as speci-- tied, and the-port or channel 1!,1 arranged to connect ports 0, and E, as specifi ed; the spring M, located and acting as specified, all con- -1-25 structed, combined and arranged "tooperate substantially as and for the purposes specified. g .IlENRYQ-ZENKE. \Yitnesses:

' I N. ANDERSON,

WM. PULVER

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