US575527A - Fluid-pressure compound motor and brake - Google Patents

Description

(N0 Model.)

2 Sheets- Sheet 1. J. MGINTYRE. FLUID PRESSURE GOMPOUND MOTOR AND BRAKE. No. 575,527..

Patented Jan. 19, 1897.

A 7TOHNEY8.

(No Model.) 2- Sheets-Sheet 2.'

J. MOINTYR.

yFLUID PRESSURE ooMPoUNR MOTOR ARD RRRRR. No. 575,527. Patented JRR'. 19, 1897.

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UNITED STATES PATENT EEICE.

JOHN MGINTYRE, OF JERSEY CITY, NEW JERSEY.

FLUID-PRESSURE COMPOUND MOTOR AND BRAKE.

SPECIFICATION forming part of Letters Patent No. 575,527, dated January 19, 1897. Application tiet october 9, 1896. serial No. 608,378] (No model.)

T0 a/ZZ w/"tom/ t may concern.-

Beit known that I, JOHN McINTYRE, of J ersey City, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Fluid-Pressure Compound Motors and Brakes, of which the followingis a full, clear, and exactdescription.

The object of the invention is to provide certain new and useful improvements in fluidpressure compound motors and brakes wherebythe motive agent is utilized to the fullest advantage both in Working the motor and actuating the brakes.

The invention consists principally of a compound Huid-pressure motor and a fluid-pressure brake discharging into the low-pressure cylinder of the said motor.

The invention also consists of certain parts and details and combinations of the saine, as will be fully described hereinafter and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in both the figures.

Figure 1 is a sectional plan View of the improvement, and Fig. 2 is a similar view of a modified form of the improvement.

The compound fluid-pressure motor shown in Fig. lis provided with a high-pressure cylinder A, a low-pressure cylinder B, and chests or receivers C and D for the said cylinders, the chest C being connected with a fluid-pressure-supply pipe E, connected with a storagetank or other vessel containing the fluid under pressure.

The exhaust-pipe F of the high-pressure cylinder A is connected by a branch pipe F with the chest of the low-pressure cylinder B, and the said pipe contains a valve F2 for connecting or disconnecting the pipes F and F'. Then the valve F2 is open, the exhaust from the high-pressure cylinder A can pass by the pipes F and F to the low-pressure cylinder B,so that the force of the exhaust motive agent is further utilized in the low-pressure cylinder. The exhaust-pipe F is also connected with one end of a brake-cylinder G, containing. a piston H, connected at one end with a piston-rod H and at its other end with a piston-rod H2. The mot-ive agent passing into the cylinder G from the pipe F acts on the face of the piston H havinga reduced area, to force the said piston outwardly in the direction of the arrow a to apply the brakes.

The forward end of the cylinder G is connected by a pipe I with the branch pipe F', previously described, so that when the valve F? is open the exhaust passing through the pipe F can pass through the pipe I into the forward end of the cylinder G to act on the face of the piston H having the large area, so as to return the piston H to its vforward position andthereby release the brakes.

The exhaust-pipe J from the low-pressure cylinder B contains a check-valve K and connects with one end of a brake-cylinder G', containing a piston H3, connected by a piston-rod Hl with the piston-rod H2 of the piston H, previously mentioned. The piston H3 is also provided with a forwardly-extending piston-rod H5, connected in the usual manner with the brake-levers of the brake mechanism. A spring L is coiled on the piston-rod H5 and presses on the piston H3 to hold the latter normally in release position, as shown in Fig. l. A pipe N leads from the exhaustpipe J above the valve K to a three-way valve O, held in a pipe opening to the atmosphere and connected with the exhaustpipe J between the valve K and the chest D.

Now it is evident that the exhaust from the' low-pressure cylinder B passes through the pipe J into the cylinder G' to push the piston H3 therein outward and apply the brakes when the valve O is closed to the atmosphere. When the valve O is opened, then the spring L returnsthe piston H3 to its former or release position, and the exhaust from the highpressure cylinder passes through the pipes J and P to the outer air.

The supply-pipe E is provided with a branch pipe E', connected with one end of a working cylinder G2, containing a piston H6,connected bya piston-rod H7 with the piston-rod H previously mentioned. The outer face of the piston H6 is connected with a vpiston-rod H8 of larger diameter than the piston-rod H7, so as to reduce the area of the piston H6 at this end of the cylinder. A spring H14 is coiled on the piston-rod H7 and presses on the piston H6.

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In the pipe E' is arranged a valve E2 for admitting the motive agent to the said cylinder G2 to force the piston Il outward and apply the bra-kes, and the said valve E2, when turned, serves to close the lower end of the pipe E and to connect the cylinder G2 with apipe e2, leading to the chest D of the lowpressure cylinder B. 'lhus when the valve E2 is in this position the motive agent used in applying the brakes and contained in the cylinder G2 can pass from the latter through the pipe E2 to the low-pressure cylinder B, to be utilized therein in the usual manner,the same as the exhaust from the high-pressure cylinder A. Thus it will be seen that the motive agent can be directly used in the brake-cylinder to apply the brakes, and the exhaust of the motive agent from the said cylinder is passed to the low-pressure eylinder,to be further utilized and assist in actuating the compound motor. lt is evident that the three brake-cylinders may be independently connected with brake-levers of brake mechanisms,if desired,but when connected with each other, as shown in Fig. l, then the valves O, F2,and E2 are also connected with each other, to be simultaneously actuated by the operator in charge.

As shown in Fig. 2, a compound motor having high and low pressure cylinders A2 and A3 is employed, the cylinders having chests B2 and B3, respectively, of which the chest B2 is connected with the fluid-pressure-supply pipe E4. The exhaust-pipe D3 of the low-pressure cylinder A3 contains a cheek-valve D4, and is connected with a Huid-pressure brake similar to that shown in Fig. l of the application for Letters Patent for fluid-pressure motors and brakes, iilcd October 9, 1896, Serial No. 608,377.

The exhaust-pipe l)3 supports a brake-cylinder G2, containing a piston ll2,havingits piston-rod Il10 connected with the brake-levers in the usual manner. Between the brakecylinder G3 and the exhaust-pipe D2 is arranged a valve mechanism provided with a cylinder l', containing the pistou-valves I2 I2, secured on the stem l2, connected with a lever under the control of the operator. The cylinder l' is connected by a port a with the exhaust-pipe D2 above the valve D4, and the said cylinder I is also connected by ports I) c with the ends of the brake-cylinder G, A port d is formed in the cylinder I to connect the interior thereof, near one end of the cylinder, with the atmosphere when the valve 12 moves to the left beyond the said port CZ.

\Vhen the several parts are in the position shown in Fig. 2, the exhaust Huid from the low-pressure cylinder A2 passes through the pipe D3 and the port d into the cylinder 1, and from the latter by the port c into the brake-cylinder G3 to act on the piston Il and force the same into the release position shown. Then this has been done, then the operator moves the piston-valves l2 l2 to the left, to

bring the piston-valve I2 in front of the port d, so that the exhaust iiuid passes through the cylinder l and port (l to the atmosphere, part of the exhaust fluid keeping suilicient pressure on the piston Il.q to hold the brakes released.

lVhen it is desired to apply the brakes, the operator moves the piston-valves l2 l2 to the right to open the port c to the atmosphere and to connect the ports ct and b with each other by the cylinder l', so that the exhaust from the pipe D3 can pass into the right-hand end of the cylinder G3 to exert its pressure against the piston 112 and force the latter outward to apply the brakes, the air in front of the piston H9 being forced out through the port c and the cylinder l to the atmosphere.

The fluid-pressure brake connected with the exhaust-pipe D2 is provided with a cylinder G4, containing a piston Il, the rod H12 of which is connected with the brake-levers. The cylinder G4 is connected by ports b c with the cylinder l5 of the valve mechanism, having the valves I6 I7 secured on a stem I8, attached to a lever under the control of the operator. The cylinder GA1 is also connected by ports e c2 with a channel f, into which opens the exhaust-pipe D2, and the said channel is connected by a pipe Q with the low-pressure chest B2. The brakes may be applied by the exhaust from the low-pressure chest B2 by passing the said exhaust into the cylinder G2 upon shifting the piston-valves 12 l2. The brakes may also be applied by shifting the valves l 1`T in the cylinder l5 to cause the exhaust passing up the pipe D2 to enter the cylinder G'1 and force the piston Il outward, so as to apply the brakes.

In order to release the brakes controlled from the cylinder G4, the valves I*3 and l7 are shifted so as to let the iuid exhaust through the ports e2 and e into the outer end of the cylinder G4 to return the piston Il, that is, move it back into a release position. It is evident that by the arrangement described the exhaust from the cylinder G'1 passes with the exhaust from the pipe D2 through the pipe Q into the low-pressure chest B2 to utilize the exhaust from the cylinder G'1 without any waste whatever.

lt is understood that the air used for operating the piston H11 to apply the brakes is not exhausted to the atmosphere, as is the case with the air passed into the cylinder G2, as previously mentioned, but the air is utilized in the low-pressure cylinder to do further work, that is, assist in actuating the motor for propelling the car.

It is evident that by the arrangement described no motive agent Whatever is wasted, as the motive agent is utilized for applying the brakes and the exhaust from the brakecylinders is utilized in the low-pressure cylinders to do further work.

It is understood that the exhaust fmm the brake-cylinder can be passed into a receiver IOO IIO

or reheater instead of directly into the lw,

I Huid-pressure brake, arranged to discharge its motive agent into the said motor to do further work, substantially as shown and described.

2. A compound fluid-pressure motor, and a Huid-pressure brake actuated by fluid-pressure and having its exhaust forming part of the motive agent for the low-pressure cylinder of the said motor, substantially as shown Aand described.

3. A compound fluid-pressure motor, and a Huid-pressure brake connected with the exhaust of the high-pressure cylinder, to apply the brakes and discharge into the low-pressure cylinder of the said motor, substantially as shown and described.

4. A compound fluid-pressure motor, and a iiuid-pressure brake interposed in the connection between the high andlow pressure cylinders of the said motor, substantially as shown and described.

5. A compound uid-pressure motor,a fluidpressure brake, and a valved connection between the said brake and the said motor, for utilizing the exhaust of the brake as part of the motive agent for the said motor, substantially as shown and described.

6. A compound fluid-pressure motor, a fluidpressure brake, and a valved connection between the said brake and the high-pressure cylinder of the said motor, for actuating the said brake, to apply and release the brakes, substantially as shown and described.

7. A compound duid-pressure m ot0r,a iiuidpressure brake, a valved connection between the said brake and the high-pressure cylinder of the said motor, for actuating the said brake, to apply and release the brakes, and a connection between the said valved connection and the low-.pressure cylinder, for passing lthe exhaust from the brake-cylinder into the said connection and to the low-pressure cylinder, substantially as shown and described.

8. A compound fluid-pressure motor,a fluidpressure brake, a liveuid supply for the said brake and the high-pressure 'cylinder of the said motor, and a connection between the said brake and the low-pressure cylinder of the said motor, to pass the exhaust of the brake into the said low-pressure cylinder, substantially as shown and described.

9. A colnpound fluid-pressure motor, a fluidpressure brake, a liVe-iiuid supply for the said motor and brake, an exhaust connection between the said Huid-pressure brake and the low-pressure cylinder of the said motor, to pass the exhaust of the brake into the said low-pressure cylinder, and a secondl iiuidpressure brake interposed in the connection between the high and the low pressure cylinders, substantially as shown and described.

10. A compound fluid-pressure motor, a Huid-pressure brake, a live-fluid supply for the said motor and brake, an exhaust connection between the said fluid-pressure brake and the low-pressure cylinder of the said motor, to pass the exhaust or" the brake into the said low-pressure cylinder, a second uid-pressure brake interposed in the connection between the high and the low pressure cylinders, and means for connecting the said brakes with each other to operate the same in unison, as set forth.

ll. A compound fluid-pressure motor, a fluid-pressure brake, a live-duid supply for the said motor and brake, an exhaust connection between the said {luid-pressure brake and the low-pressure cylinder of the said motor, to pass the exhaust of the brake into the said low-pressure cylinder, a second fluid-pressure brake interposed in the connection between the high and the low pressure cylinders, and a third fluid-pressure brake in the exhaust of the low-pressure cylinder of the motor, substantially as shown and described.

l2. A compound fluid-pressure motor, a fluid-pressure brake, a livefluid supply for the said motor and brake, an exhaust connection between the said fluid-press ure brake and the low-pressure cylinder of the said motor, to pass the exhaust of the brake into the said low-pressure cylinder, a second Huid-pressure brake interposed in the connection between the high and the low pressure cylinders, a third fluid-pressure brake in the exhaust of the low-pressure cylinder of the motor, and means for 'connecting the said brakes with each other, to operate the same in unison, as set forth.

JOHN l\[CINTYRE.

Witnesses:

THEO. G. HosTER, J No. M. RITTER.

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