US608621A

US608621A - Air-brake

Info

Publication number: US608621A
Authority: US
Publication date: 1898-08-09
Anticipated expiration: 1915-08-09

Description

N0. 608,62l. Patented Aug. 9, I898. H. S. PARK.

AIR BRAKE.

(Application filed Dec. 17, 1889.) (No Model.) 3 Sheets-Sheet I.

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No. 608,62I. Patented Aug. 9, I898.

H. S. PARK.

AIR BRAKE.

(Application filed. Dec. 17, 1889.) (No Model.) 3 Sheets-Sheet 2.

No. 608,62l. Patented Aug. 9, I898.

H. S. PARK.

AIR BRAKE.

\ (Application filed Dec. 17, 1889.) v

(NnlVlodeL) 3 Sheets-Sheet 3.

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HARVEY S. PARK, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE VVESTINGIIOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA AIR BRAKE.

SPECIFICATION forming part of Letters Patent No. 608,621, dated August 9, 1898. Application filed December 17, 1889. Serial No. 334,010. (No model.)

To (ZZZ whom it may concern.-

Be it known that I, HARVEY S. PARK, a citizen of the United States, residing at Oht cago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Air-Brakes; and I do hereby declare that the followingis afull, clear, and exact description of the invention, which will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, forming a part hereof, in which a Figure 1 is a longitudinal section through the valve, showing also the end of a brake- I 5 cylinder. Fig. 2 is a longitudinal section of the main valve, showing the position of the parts after applying a grading pressure and a partial return of the valve to maintain the grading pressure. Fig. 3 is a top orplan view of the valve. Fig. 4 is a longitudinal section of the valve, showing the guide-arms and the chamber for condensation. Fig. 5 is a detail in section, showing the chamber and passage for admitting train-pipe pressure. Fig. 6 is a detail in section, showing the passage for the air to and from the car-reservoir.- Fig. 7 is a face View of the slide-valve. Fig. 8 is a face View of the wall. or face of the main-valve chamber, showing the ports and 0 passages therein.

The object of my invention .is to provide animprovement in air-brakes; and it consists in new and improved means for charging fluid under pressure from the train-pipe into 3 5 the auxiliary reservoir.

In the drawings, A represents a pipe con meeting the triple valve with the train-pipe, (not shown, but which is located as usual,) and this pipe, in effect, forms a part of the 40 train-pipe, as through it air is admitted to the main-valve chamber of the triple valve.

B is a passage which communicates with the pipe A.

O is a chamber in which is located a piston which controls the emergencywalve for admitting train pipe pressure direct to the brake-cylinder, and, as shown, the chamber 0 and the passage B are in communication through an opening a, a chamber-opening Z2,

and a port or opening 0, so that air can pass into the chamber 0 from the passage B.

D is a shell or casing for the chamber 0.

E is a casing for the main-valve chamber, with which, as shown, is formed the casing D.

F is the main-valve chamber, in which is located the piston by which the main valve is moved. The chamber F has communication with the chamber 0 through a port or opening d, a passage 6, and a passage f, as shown in Fig. 1, so that train-pipe air can enter the chamber F back of the piston in such chamber.

G is a cap or cover for closing the end of the chamber F, and this cap or cover is at-- tached to the casing E by suitable bolts, and the joint between the cap G and the casing E is made air-tight by a suitable packing g, and this cap G has therein the passage f, communicating with the chamber F..

H is an opening or chamber in the cap G, with which opening a smaller openingj communicates.

I is a coiled spring.

J is a stem projecting down into the charm ber H from the main-valve'piston, and around 7 5 which stem is located the coiled spring I, which spring abuts at one end against the hub or center of the piston and at the other end abuts against a plate 72 011 the stem J, which plate It is held in position by a pin 2' through the stem J. The plate 7t is free to slide in the opening II, and the stem J is permitted an endwise movement through the open- K is a plate or disk, from the center of which 8 5 extends the stem J, and K is a companion plate or disk for the plate or disk K.

L are cup-leather packings secured between the plates or disks K and K, and these parts K K and L form the main-valve piston. 0

M is the stem of the main-valve: piston, formed with or connected to the plate K.

N is a head secured to the end of the stem M. The stem M has in its end adjacent to the head N a chamberk, in which is located a 5 disk Z, having a stem Z projecting both sides of the disk, and around one end of the stem Z in the chamber 70 is a coiled spring Z, one end of which rests on the bottom of the chamber is and the other abuts against the face of 11116- disk Z. The stem Z extends through a hole m in the head N, as shown in Figs. 1 and 2, so

as to abut against the cap or cover of the valve.

O is the head of the brake-cylinder, forming also the cap or cover for the chambers C and F, and in which head is also formed the passage B and the passage by which communication is had between the chamber F and the auxiliary reservoir. The end of the casing D E adjacent to the head has a flange or ears 0 for the passage of bolts 0, by means of which the casing l) E is attached to the head 0, and the joint between the easing D E and the head 0 is'made air-tight by a suitable packing n.

P is the passage in the head 0 by which I a communication is formed between the chamher F and the auxiliary reservoir, (not shown,) for which purpose the passage P communicates with the chamber F through an opening 1 Q is a pipe leading from the passage P to the auxiliary reservoir.

R is the slide-valve, attached to the stem M by an arm R and held to its seat by a spring (1 around the arm R. This valve has a port 0' leading through it, by which port air from the auxiliary reservoir can pass to the brakecylinder to apply a grading pressure.

S is a passage in the wall or casin g E, which passage communicates with the chamber F through a port 3 when the valve R is moved to bring the port 4" in line with the port 3. The passage S also communicates with the atmosphere, when the valve R is in the position shown in Fig. 1, through a passage to in the valve R, a port a leading from the passage S and a port If leading to the atmosphere.

'1 is a passage through the head 0 in line with the passage S and furnishing, with the passage S, acommunication between the chamber F and the brake-cylinder, and these passages S and T also furnish an eduction for the brake-cylinder, when the valve R is in the position shown in Fig. 1, by which the brakecylinder is vented through the passage a, port a, and port If to release the brakes.

U is an opening through the head 0 in line with the chamber 0. 1

V is a plate located in the casing D between the chamber G and the opening U.

WV is the brake-cylinder, having at its inner end a flange or ears w, by means of which and a flange or cars y on the head 0 and bolts 00 the cylinder WV is attached to the head 0, and the joint between the end of the cylinder WV and the head 0 is made air-tight by a suitable packing o.

The main-valve piston is held in a direct line of travel by arms 1, extending out from the stem M, each arm having its end 2 squared and entered into a recess 3 in the wall or casing E, as shown in Fig. 4.

The inner face of the valve R has attached thereto a flat valve 4, which is held seated by a spring 5, and, as shown, the valve and its spring are both attached to the valve R by a screw 6.

The chamber 0 has located therein a piston formed of a plate or disk 7, having a stem 8, a plate or disk 9, screw-threaded onto the stem 8, and a cup leather packing 10, secured between the disks 7 and 9, and the stem 8 has attached to its end a valve 11, the face of which has a packing 12, which seats against a rib or flange 13 on the plate V, which rib 13 encircles an opening 14 through the plate V, which opening is divided by arms 15, extending out from a center ring 16, which ring forms a guide for the stem 8, and around the stem 8, between the plate V and the plate or disk 9, is a coiled spring 17, by which the valve 11 is returned and held to its seatwhen the pressure below the emergency-piston is sufficiently reduced. A port 18 leads from the passage 0 through the wall or casing E into the chamber F, and in the valve R is a passage 19, by means of which, when the valve is lowered, communication is established between the port 18 and a port 20,1eading from the chamber F into the chamber 0 back of the piston in such chamber, so that air can be admitted from the chamber C in front of the piston therein into the chamber 0 back of such piston to equalize the pressure on both sides of the piston for the pressure in front of the piston to act on the valve 11 and open such valve. The port 18 communicates with a port 21 in the valve B when the valve R is at its normal position, as shown in Fig. 1, and this port 21 is controlled by the valve 4, and when the ports 18 and 21 are in communication train-pipe air from the passage 0 can pass through such ports 18 and 21, open the valve 4, and enter the chamber F, to pass therefrom through the opening 10, passage P, and pipe Q into the auxiliary reservoir.

The head or plate 0 for connecting the valve-casin g with the brake-cylinder and having the passage B for connection with the train-pipe and the passage P for connection with the auxiliary reservoir form no part of this application, but are simply shown for the purpose of illustrating the manner of connectin g the main valve with the brake-cylinder in connection with a single valve controlling the supply of air from the train-pipe to the auxiliary reservoir and the travel of the air from the car-reservoir to the brakecylinder, and the passage 6, with the port d, and passage f, connecting the chamber 0 and the chamber F, likewise form no part of this invention, and this passage (Z c f, as well as the head 0 and its passages B and P, is shown, described, and claimedin the patent, No. 561,811, issued to me June 9, 1896.

The subject-matter of the present application relates, among other things, to the control of the air from the train-pipe to the auxiliary reservoir and from the auxiliary reservoir to the brake-cylinder through the medium of a single valve and suitable ports and passages, and the operation of these devices will now be described.

The valve isshown in Fig. 1 in its normal position, in which position air from the trainpipe A enters the passage 13 and flows into the chamber 0, and thence into the passage (l cf, back of the piston K K L in the chamber F, and as the passage 6 communicates with the chamber F forward of the piston through the port 18 in the Wall of the chamber E and the port 21 in the slide-valve R air from the chamber 0, and consequently from the train-pipe, can pass through the ports 18 and 21 from the passage e into the chamber F when the train-pipe pressure is in excess of the pressure in the chamber F, such excess pressure overcoming the resistance of the spring 5 and opening the valve 4 for air to pass into the chamber F, and from the chamber F air can pass through the opening 23 into the passage P, and thence through the pipe Q to the auxiliary reservoir (not shown,) and such flow of air will continue until the pressure in the train-pipe and the pressure in the auxiliary reservoir are equal, when the spring 5 acts and closes down the valve 4, stopping the admission of air-through the ports 18 and 21 from the passage e into the chamber F.

The reduction of the train-pipe pressure causes the air to pass from the chamber F back of the piston, through the passage f, passage 0, and port cl, into the chamber 0, and thence through the passage B into the train pipe, producing a reduction of the chamber F, back of the piston in such chamber, for the excess of pressure in front of the piston to move the piston back, carrying with it the slide-valve R, for the port 4" to communicate with the port-s and allow auxiliary-reservoir pressure to pass from the chambcr Fin front of the piston, through the ports r 8, into the passage 8, and thence through the passage T into the brake-cylinder W, to set the brakes at a grading pressure, and when the reduction in the auxiliary reservoir equals that of the train-pipe pressure the piston of the main valve in the chamber F will be partially returned, as shown in Fig. 2, such return movement being limited by the resistance of the spring 76 on the disk Z, the stem Z of which abuts against the head 0 and holds the piston from a complete return, and in the position shown in Fig. 2 in which the port r has passed the port 8, and com-. munication is not established between the port a, port t, and passage u to release the brakes, the result being that the brakes are held at a grading pressure without any danger or liability of leakage by which the brakes equalize the pressure on both sides of the piston in the chamber 0 for the excess of pressure in front of such piston on the inner face of the valve 11 to act and open such valve for train-pipe pressure to pass direct to the brake-cylinder through the opening U; but such action of the valve 11 cannot take place until the piston in the chamber F has been carried back its full limit, or nearly so, bringing the passage 19 into communication with the port 18 and the port 20, and this feature likewise forms a part of my said patent, No. 561,811, wherein it is fully described.

The full restoration of the train-pipe pressure carries the piston in the chamber F to its normal position, bringing the ports 18 and 21 into communication for train-pipe pressure to pass to the auxiliary reservoir, as described, and by this arrangement it will be said chamber, back of the piston therein, to

seen that a solid piston can be used, dispensing with valves or by-passages with such piston, as have heretofore been required, and charging the auxiliary reservoir from'thc chamber F in front of the piston, as well as setting the brakes from the auxiliary reservoir through the chamber F in front of the piston, and both ends are accomplished by the use of a single slide-valve having therein suitable passages and ports in connection with ports and passages in the wall of the casing inclosing the chamber F.

What I claim as new, and desire to secure by Letters Patent, is-

In an automatic fluid-pressure brake system, the combination, with the main-valve chamber of a triple valve, of a port or passage in the casing of the chamber which communicates with the train-pipe and with the main-valve chamber, a main valve in the chamber, a port through the valve adapted to registerwith the port in the casing, and a non-return valve controlling the port through the main valve, whereby the main-valve chamber and the auxiliary reservoir may be charged from the train-pipe through the main valve, substantially as set forth.

HARVEY S. PARK. "Witnesses:

0. W. BOND, M. L. PRICE.