US608661A

US608661A - Device for actuating fluid-pressure brakes

Info

Publication number: US608661A
Authority: US
Publication date: 1898-08-09
Anticipated expiration: 1915-08-09

Description

Patented Aug. 9, |898.

n. FITZGERALD. DEVICE FUR ACTUATIIG FLUID PRESSURE BRAKES..

(Application led I uly 28, 1897.)

(No Model.)

'Ica i i 1H: Nonms PETERS on, Pnoauruov, wAsr-xlNuToN, D, c.

l iUIvIrnn @rares RICHARD FITZGERALD,

VFarrar umbri.

on cIIIcAeo, ILLINOIS.

DEVICE FOR ACTUATING FLUIDPRESSUREBRAKES.

SPECIFICATION forming part of Letters Patent No. 608,661, dated August 9, 1898. l

Application filed July 28, 1897. 4 Serial No. 64 6,204.` '(No model.)

To a/ZZ whom, t may con/cern,.-

13e it known that I, RICHARD FITZGERALD, residing in Chicago, Cook county, Illinois, have invented a certain new and useful Device for Actuating Fluid-Pressure Brakes, of which the following is a specification.

The object of my invention is to provide a valve device for automatic air-brakes of the quick-action type which shall be simple in construction and positive and reliable in operation.

In the accompanying drawings, Figure 1 is a sectional elevation of the valve device, showing the parts in their normal or running position. Fig. 2 is a similar view in service application of the brakes; Fig. 3, a similar view in emergency application, and Fig 4 an end view of the service-valve. y

The portion 1 constitutes the casing proper of the device, and is provided With tWo chambers 2 and 3, formed in the easing and containing the operating parts of the device. The end of the casing is closed by a suitable cap or plate L1.

The outer portion of chamber 2 forms a cylinder, in which travels the release-valve piston 5, Whose stem operates the slide-valve 6, movable upon the bushing 7 in the inner portion of such chamber. The usual by-port 8 is provided around the piston in order that the air may be fed into the auxiliary reservoir, into which the chamber 2 leads at 9.

The casing has a train-pipe Vconnection 10, from which leads a supply-passage l1 through the cap or plate and into the chambers 2 and 3. The chamber 3 communicates With the auxiliary reservoir through passage 12, which is closed by a flap-valve 13 or other suitable means which prevents iioW of air from chamber 3 into the reservoir. This valve may be dispensed with, but is preferably used to provide against any possible leakage of air through the parts of the device Working in chamber 3. This chamber also communicates with the brake-cylinder by passage 14e and with the train-pipe through passage 15, which is controlled by any suitablecheckvalve 1G. The chamber contains the mechanism for setting the brakes, both in service and emergency 'application thereof. This mechanism comprises a main piston 17, a servlce-valvc 1S, and an emergency-valve 19.

The main piston is preferably in the form of a cylinder traveling in the chamber 3 and `having a passage through its central portion.

`This piston governs lthe passage 15, leading from the train-pipe into chamber 3. Vitihin the central portion of the main piston is arranged the emergency-valve 19, normally seated upon a seat 20. The service-valve 1S is arranged Within the emergency-valve and has its seat formed lupon the latter valve, so that When the valves are in normal or running position the passage 14. is closed.

The inner face of the main piston is provided with a circular shoulder 21, `Which when this piston makes its full travel abruts against an annular ring 22 at or near the end of the emergency-valve. K lThe service-valve comprises a head and a stem, the headbeing retained, if desired, by

a'keeper-ring 17 a or otherwise in a short cylinder! formed in one end of the main piston and the stem Working in a cylinder in the interior of the emergency-valve. A T-shaped 24:, having openings 25 therethrough, forming a continuous passage with passage '11,V

except'in emergency action. This tube also has an opening or port 26, leading into chamber 3. The passage 11 is preferably of larger dimensions than passage 26, whereby a quicker reduction of pressure is produced in chamber 2 than is producedin chamber 3. Consequently the release-piston' 5 moves in advance of the main piston 17. l 1

The slide-valve 6 is provided With a recess 27, Which in release position ,connects the passage 28, leading from the brake-cylinder, With the passage 29, leading to theatmosphere, thereby forming the release mechanm ism of the device.

The air being admitted `from the train-pipe 'passes through the passages in the release- IOO controller. 'Ihe air then enters chamber 2, forcing the parts to the normal position shown in Fig. 1, and passes the piston 5, through the by-port, into the auxiliary reservoir. The air passes through the port 26 and enters the outer portion of the chamber 3, forcing the mechanism therein to the normal position shown in Fig. 1. Then the air has entered the auxiliary reservoir, it will pass through passage 12 and enter the inner side of the chamber 3. Thence the air will pass through passages SO in the main piston and enter the interior of the emergency-valve.

Upon reduction of train-pipe pressure for service action the release-piston will move to the position shown in Fig. 2, closing the release from the brake-cylinder. The main piston will move outward, lifting the servicevalve from the seat, whereupon the air from the auxiliary reservoir will ilow through passages 12 and 30 and through the longitudinal grooves 31, formed on the stem of the servicevalve, and enter the brake-cylinder through passage 14. valve remains seated, and only those parts concerned in service-work are brought into operation. Upon restoration of train-pipe pressure the parts return to their normal or running position and the brakes are released.

Upon a reduction of train-pipe pressure for emergency action the 'release-piston moves as before, and the main piston will move sufficiently, so that the shoulder 21 abuts the ring 22 on the emergency-valve. The movement will bring the collar 32 on the stem of the service-valve into the restricted opening in the end of the emergency-valve, cutting oft the ilow of the auxiliaryreservoir air through the service-valve port. This movement will also open the inner end of the emergency release-passage 23, the head of the service-valve closing the passage 2G, and the air on the outer side of the main piston in chamber 3 will flow through the releasepassage 23 and the grooves 3l into the brakecylinder, whereupon the excess of pressure in the inner portion of the chamber 3 will cause the main piston to make its full travel, as shown in Fig. 3, lifting the emergencyvalve from the seat and uncovering emergency-port 15. The train-pipe pressure lifting the valve 16 will be admitted direct to the brake-cylinder, and the reservoir-air will also flow direct thereto through passage 14E. Upon accumulation ofpressure in the brakecylinder in excess of that in the train-pipe the valve 16 will seat and cut off further direct communication between the train-pipe and brake-cylinder.

The passage 11. as it enters the release-controller chamber is lflared or extended inward to form a direct communication with the outer portion of chamber 3 and past the reduced portion of the release-controller tube E. At this time this tube interrupts communication of the passage 11 with the releasepiston chamber X, whereupon in a restora- In this action the emergency-` tion of train-pipe pressure the air will first enter chamber 3 and force the parts therein to their normal position before passing into the chamber 2 to release the brakes.

At the lower side of the casing I prefer to form a drain device comprising a cup or chamber 33, provided with a removable screwplug 34C. This cup communicates with the chamber 3 by a passage 35, so that all condensed water will be drained from the valve device and be collected by the cup.

Although I have described more or less precise forms and details of construction,'I do not intend to be understood as limiting myself thereto, as I contemplate changes in form, proportion of parts, and the substitution of equivalents as circumstances may suggest or render expedient without departing from the spirit and scope of myinvention.

I claim- 1. In a device for actuating fluid-pressure brakes, the combination of a casing having a single passage for the admission of auxiliaryreservoir air and train-pipe air to a brakecylinder, means for releasing the brake-cylinder and an emergency-valve and a servicevalve separate from each other and controlling such passage, such valves being independent of the brake-release.

2. In a device for actuating fluid-pressure brakes, the combination of a casing having a chamber in communication with a brake-cylinder through a single passage, means for releasing the brake-cylinder and an emergency and service valve therein for controlling such passage for the admission of auxilary-reservoir air and train-pipe air to the brake-cylinder, one of such valves operating within the other, and both valves being .independent of the brake-release.

3. In a device for actuating fluid-pressure brakes,^the combination of a casing having a chamber with ports in communication with an auxiliary reservoir, brake cylinder and train-pipe respectively, two valves seated upon and controlling the port to the brakecylinder, and brake-release mechanism separate and independent of the said valves.

4t. In a device for actuating {luid-pressure brakes, the combination of a casing having two chambers, a slide-valve working in one of such chambers for controlling the brakerelease, means for actuating the slide-valve, a single passage leading from the second chamber to a brake-cylinder for the passage of auxiliary-reservoir air in service action and of both auxiliary-reservoir air and train-pipe air in emergency action, a service-valve governing such single passage in service action, and an emergency-valve governing the same in emergency action and admitting both auxiliary-reservoir pressure and trai n-pipe pressure to the brake-cylinder.

5. In a device for actuating fluid-pressure brakes, the combination of a casing having two' chambers, a slide-valve working in one of such chambers for controlling the brakevoir air to a brake-cylinder in service action' only, acting in combination with a valve for admitting both train-pipe air and auxiliaryreservoir air to the brake-cylinder in emer-l gency action, and brake-release mechanism separate and independent of said valves.

7. In a device for actuating fluid-pressure brakes, the combination of a release-valve for controlling the release of a brake-cylinder and feeding an auxiliary reservoir, a servicevalve separate and independent of the releasevalve, and an emergency-valve independent in operation from the other` two valves.

8. In a device for actuating fluid-pressure brakes, the combination of a casing having two chambers, a release-valve Working alone in one of such chambers and governing the brake-release, and for controlling the feed to the auxiliary reservoir and a service and an emergency valve working together in the other` chamber but independent of each other.

9. In a device for actuating fluid-pressure brakes, the combination of a casing having two chambers, a brake-cylinder release-valve working in one of such chambers, and a service and an emergency valve working together in the other chamber, the latter chamber having communication with a brake-cylinder, auxiliary reservoir, and with a trainpipe through two ports, one a supply port or passage and the other an emergency-passage, the service-valve admitting reservoir-pressure to the brake-cylinder in service action and the emergency-valve admitting both reservoirpressure and train-pipe pressure to the brakeoylinder in emergency action, the brake-release valve being independent of the other valves.

10. In a device for actuating fluid-pressure brakes, the combination of a piston-actuated slide-valve for controlling the brake-release and for controlling the feed to the auxiliary reservoir and piston-actuated valves for controlling the fluid-pressure in service and emergency action and independent of the brake-release.

11. In a device for actuating fluid-pressure brakes, the combination of a casing having two chambers, a piston-actuated valve in one of the chambers for controlling the brake-relcase and for controlling the feed to the auxiliary reservoir and a piston-actuated servicevalve in the other chamber controlling the admission of auxiliary-reservoir air to a brakecylinder, the service-valve bein g separate and independent in action from the brake-release.

12. In a device for actuating Huid-pressure brakes, the combination of a casing having two chambers, a slide-valve and its actuating mechanism located in one of such chainbers for controlling the brake-release and for feeding the auxiliary reservoir, and valve mechanism operating in the other chamber to control the admission of air to a brake-cylinder in emergency and service applications of the brakes, such valve mechanism being separate and independent from the brake-release mechanism. i

13. In a device for actuating fluid-pressure brakes, the combination of aslide-valve controlling communication between a brake-cylinder and the atmosphere, a piston operating the slide-valve and controlling communication between a train-pipe and an auxiliary reservoir and a valve controlling admission of air from the auxiliary reservoir to the brakecylinder, the latter being separate and inde-` pendent in action from the slide-valve.

14.. In a device for actuating fluid pistonbrakes, the combination of brake -release mechanism, a chamber having communication with a train-pipe, auxiliary reservoir and brake-cylinder, a piston traveling in such chamber, an emergency-valve within the piston and actuated by it, and a service-valve movable within the emergency-valve and actuated by the piston. Y

15. In a device for actuating fluid-pressure brakes, the combination of a casing having two chambers, mechanism located in one of the chambers for releasing the brakes and feeding up an auxiliary reservoir, the other chamber having ports communicating with an auxiliary reservoir, a brake-cylinder and a train-pipe respectively, a piston operating in such second chamber and havinga central bore or opening and two independent valves concentrically arranged within the bore of the piston and controlling the port to the brakecylinder.

16. In a device for actuating fluid-pressure brakes, the combination of a casing having-a chamber in communication with an auxiliary reservoir, train-pipe and brake-cylinder respectively, and an emergency and a service valve separate from each other but acting together to close the passage to the brake-cylinder, means for operating the valves, brakecylinder-release mechanism separate and independent of the valves and their said opern ating means. 17. In a device for actuating fluid-pressure brakes, the combination of a casing having two chambers, the first chamber being in communication respectively-with a train-pipe and auxiliary reservoir, a piston traveling in such iirst chamber, means of feeding the auxiliary reservoir, a slide-valve actuated by the piston for controlling the brake-release, and an emergency-valve and a service-valve in the second chamber for controlling a passage to the brake-cylinder from such second chamber.

18. In a device for actuating fluid-pressure brakes, the combination of a chamber having a port or passage to a brake-cylinder, a valve seated upon such port and closing a portion thereof and a second valve having its end IOO IIO

' seated upon the iirst valve and closing that portion of the port left open by the first valve.

19. In a device for actuating duid-pressure brakes, the combination of a casing having a chamber provided with ports communicating With an auxiliary reservoir, brake-cylinder and train-pipe respectively, a valve having a hole or opening through its end and seated upon the port to the brake-cylinder to close the same except for such opening and a second valve movable Within the iirst valve and having its end normally seated upon the opening through the same to close it.

20. In a device for actuating huid-pressure brakes, the combination of a casing having a chamber therein With ports communicating With a train-pipe, auxiliary reservoir and brake-cylinder respectively, a piston traveling in the chamber, a service and an emergency valve together fully closing the port to the brake-cylinder and actuated by the piston, and independent mechanism for releasing the brakes and feeding the auxiliary reservoir.

2l. In a device for actuating Huid-pressure brakes, the combination of a casing having a chamber therein With ports communicating With a train-pipe, auxiliary reservoir and brake-cylinder respectively, a piston in the chamber, a service and an emergency valve separate from each other and adapted together to fully close the port to the brakecylinder, the piston actuating the service-l valve to partially open the port to the brakecylinder upon a reduction of pressure for service action and actuating the emergencyvalve to fully open the port to the brake-cylinder upon a reduction of pressure for emergency action, and brake-release mechanism independent of such valves.

22. In a device for actuating fluid-pressure brakes, the combination of a casing having a chamber therein With ports communicating with a train pipe, auxiliary reservoir and brake-cylinder respectively, a piston traveling in the chamber and closing the train-pipe port except in emergency action, and a valve actuated by the piston to govern the brakecylinder port from such chamber, and means for releasing the brake-cylinder.

23. In a device for actuating fluid-pressure brakes, the combination of a casing having a chamber therein, a piston in the chamber, a train-pipe port entering the chamber behind the piston, an emergency passage or port from the train-pipe and entering the chamber but closed by the piston except in emergency action When it opens in front of the piston, a port or passage from the auxiliary reservoir, a port or passage from the chamber to the brake-cylinder, both latter ports bein g located in the chamber in front of the piston, and two lift-valves actuated bythe piston and together closing the brake-cylinder port, a service reduction of train-pipe pressure causing 011e of the valves to lift to partially open the brake-cylinder port to admit auxiliary-reservoir pressure to the brake-cylinder, and an emergency reduction of train-pipe pressure causing the piston to open the emergencypassage and causing the other valve to lift to fully open the brake-cylinder port and admit auxiliary-reservoir air and train-pipe air to the brake-cylinder.

24C. In a device for actuating huid-pressure brakes, a casing having a brake-cylinder release-valve chamber and an operating-valve chamber service action mechanism in such latter chamber in combination With means for producing a greater reduction ot' trainpipe pressure in the release-valve chamber than in the operating-valve chamber in setting the brakes.

25. In a device for actuating huid-,pressure brakes, a brake-cylinder release-valve chamber and an operating-valve chamberin combination with means for producing a greater reduction of pressure in the release-valve chamber than in the operating-valve chamber in setting the brakes, and for producing a greater train-pipe pressure in the operating-valve chamber than in the release-valve chamber upon a restoration of train-pipe pressure.

26. In a device for actuating Huid-pressure brakes, the combination of a casing having two chambers both normally in communication with a train-pipe, a brake-release device in one of the chambers, valve mechanism in the other chamber for controlling the admission of air to a brake-cylinder and means for cutting off the supply of train-pipe air to the brake-release chamber.

27. In a device for actuating huid-pressure brakes, the combination of a casing having tWo chambers, a brake-cylinder-release device in one chamber and valve mechanism in the other chamber for admitting fluid-pressure to a brake-cylinder, a supply pipe or passage from the train-pipe and communicating with the chambers respectively anda valve device movable across the passage for cutting o'l the supply to the release-chamber.

28. In a device for actuating duid-pressure brakes, the combination of a casing having a chamber, a piston therein, a valve mechanism actuated bythe piston for admitting fluidpressure to a brake-cylinder from both the auxiliary reservoir and train-pipe and an emergency release-passage for releasing the fluid-pressure behind the piston and into the brake-cylinder in emergency action only.

29. In a device for actuating huid-pressure brakes, the combination of a casing having a chamber, a piston therein with auxiliary-reservoir air on one side and train-pipe air on the other, a service-valve operated by the piston and movable therein, such valve controlling the admission of auxiliary-reservoir air to the brake-cylinder in service action and having a normally-closed passage for venting the train-pipe air from the chamber behind the piston and into the brake-cylinder in emergency action.

chamber with an always-open passage from an auxiliary reservoir and with a normallyclosed passage therefrom to a brake-cylinder and mechanism in such chamber adapted to open the brake-cylinder passage in the application of the brakes and for admitting trainpipe air into the chamber and thence into the brake-cylinder through said brake-cylinder passage in emergency action and independent brake-release mechanism.

BICI-IARD FITZGERALD.

Vitnesses:

SAMUEL E. IIIBBEN, GEORGE IIIBBEN.