US609484A

US609484A - westinghouse

Info

Publication number: US609484A
Authority: US
Publication date: 1898-08-23
Anticipated expiration: 1915-08-23

Description

Pa'ten'ied Aug. 23, |898. G. WESTINGHUSE, JR. FLUID PRESSURE AUTOMATIC BRAKE.

(Applicatinn filed Sept. 3, 1895.) (N0 Model.) 3 SheeIs-Shee I.

WITNESSES:

No. 609,484. Patented Aug. 23, |898.

\ G. WESTINGHOUSE, JR.

FLUID PRESSURE AUTOMATIC BRAKE.

(Application led Sept. 3, 1895.) (No Model.) 3 Sheets-Sheet 2.

mvEN-rop,

yam/f v f 60) Atty.

WITNESSES:

No. 609,484. Patented Aug. 23, |898. G. WESTINGHOUSE, 1R. FLUID PRESSURE AUTOMATIC BRAKE.

\ (Application led Sept. 3, 1895.) (No Model.) 3 Sheets-Sheet 3U Mlm:

INVENTOR,

M1744 v 7 `M me Nomus varias co.. mom-mno., WASHINGTON. D. c.

-mlm L WITNESSES:

PATENT GEORGE WESTINGI-IOUSE, JR., OF PI'ITSBURG," PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF SAME PLACE.

FLUID-PRESSURE AUTOMATIC BRAKE.

SPECIFICATION fom-ning part of Letters Patent I\I0. 609,484, dated August 23, 1898. Application filed September 3, 1895. Serial No. 561,284. (No model.)

, T (LZZ whom, t may concern:A

' view of the same; Fig. 5, a

Be itknown thatI, @tionen WnsTINGHoUsE, J r., a citizen of the United States, residing at Pittsburg, in the county of Allegheny and.

State of Pennsylvania, have invented or discovered a certain new and useful Improvement in Fluid Pressure Automatic Brakes,

of which improvement the following is a speci-V cation.

My invention is more particularly designed for use on high-speed and express trains; and its object is to provide what may be termed a double-brake system, in which the action of an ordinary fluid-pressure automatic-brake apparatus as exerted in its normal operation in service may in cases of emergency or in service applications when running at excep tionally high speeds be reinforced or increased by that of a supplemental or auxiliary brake apparatus, the ordinary or main system and the supplemental system being so combined and related that in the event of breakage or derangement of either system the other may be operated to perform the usual functions of an automatic air-brake apparatus.

The improvement claimed is hereinafter fully set forth. y

In the accompanying drawings, Figure 1 is a diagrammatic plan view illustrating an application of my invention on a locomotive en-" gine and tender 5 Fig. 2, a similar view showing the continuation of the apparatus on aA car; Fig. 3, a view, partly in elevation and partly in section, of an engineers brakevalve adapted to use in an apparatus embodying my invention; Fig. 1i, a plan or top view, partly in elevation and partly in section, of a triple valve as adapted to 'use in an apparatus embodying my invention; and Figs. 6 and 7, sectional views of single and double checkvalves, respectively, employed in such apparatus.

In the practice of my invention as exempliiied in Figs. 1 and 2 .I provide a main iiuidpressure automatic brake apparatus of the standard type, the substantial and 'material elements of which are as follows, mere structural details which are familiar to those skilled inthe art and which do not in and of themselves form part of my present invention not being particularized: A suitable ,air-compressing pump 1 is located upon the locomotiveengine (indicated by dotted lines in Fig. `l) and is connected by a pipe 2 with a main airreservoir 3, from which a pipe 4L leads to an engineers brake valve 5. The engineers brake-valve is connected through the usual flexible hose-sections 12 and couplings with the sections of train-pipe 10 on the tender and the several cars of the train, the tender and one car being indicated by dotted lines in Figs. 1 and 2. The engineers brake-valve may also be and ordinarily is' connected by a pipe 6 with a triple valve .7, controlling communication between said pipe, the auxiliary reservoir 8 of adriver-brake apparatus, the driver-brake cylinder 9, andthe atmosphere. yThe sections of train-pipe lO of the vehicles succeeding the engine are respectively connected by branch pipes 13 with triple valves 14, each connected by a pipe 18 with an auxiliary reservoir 15 and controlling communication between the train pipe 10, the auxiliary reservoir 15, a brake-cylinder 16, and the atmosphere. The apparatus is provided with proper foundation brake mechanism, and, so far as described, it corresponds in structure (except as to the accessories presently to be described, by4 which it is combined with a supplemental brake apparatus) with known lbrake apparatus as used in standard practice and operatesin the usual -and well-known manner in effecting the application and re- `lease of the brakes under the ordinary and normal conditions of service.

In connection with a main brake apparatus of the general character above described I provide a supplemental or auxiliary brake apparatus substantially of the following construction: A supplemental or secondary main air-reservoir 3fL is connected with p the primary main air-reservoir 3 by a branch pipe 4., which may, as shown in Figi, lead out of the pipei betweenthe reservoir 3 and the engineers brake-valve 5. The engineers brake valve 5 is in the instance shown connected by a charging-pipe 10b, fitted with a checkvalve 17, to prevent backward iiow of air, and by a discharge-pipe 11, having an inwardlyopening discharge-valve 24, to be presently described, with an independent supplemental IOO the supplemental apparatus when those of the main apparatus are released. The sections of supplemental train-pipe l0 of the vehicles succeeding the engine are respectively connected by supplemental branch pipes 13A with supplemental triple valves 14, each connected by a pipe 18a with a supplemental auxiliary reservoir 15a and controlling communication between the supplemental trainpipe 10, the supplemental auxiliary reservoir 15, the brake-cylinder 16 of the main brake apparatus, and the atmosphere.

The main and supplemental

triple valves

14 and 14 of each vehicle of the train are so connected with the

auxiliary reservoirs

15 and 15 of the main and supplemental apparatus and with the brake-cylinder 16 that air may be supplied to the brake-cylinder 'from the primary or main auxiliary reservoir 15 only, from the main and supplemental

auxiliary reservoirs

15 and 15 successively, or from the supplemental auxiliary reservoir 15a only. For this purpose a pipe 19 leads from the brake-cylinder-supply passage of the triple valve 14 of the main brake apparatus of each tender and car to one end of the casing of a double check-valve device 20, and a pipe 19 leads from the opposite end of said casing to the brake-cylinder-supply passage of the triple valve 14a of the auxiliary brake apparatus. The openings of the pipes 19 and 19LL to the casing are respectively controlled by check-Valves 22 22, opening inwardly to the casing and secured upon a stem 23, the length of which is such that when either of said check-valves is seated the other will be unseated. A pipe 21 leads from the casing between the check-valves to the brake-cylinder 16. It will thus be seen that when the piston of either triple valve is moved into position to supply air to the brake-cylinder While that of the other remains in release position the check-valve of the pipe connected with the former will be opened and that of the pipe connected' with the other will be closed.

pipe when an application of the brakes is desired to be madeby the supplemental apparatus by means of an arm 26, which is fixed to the handle 27 of the engineers brakevalve and which when the handle has been moved slightly beyond the position proper for effecting a service application of the brakes with the main apparatus abuts against an arm 28 on a short shaft 29, which is j ournaled in a bearing above the dischargevalve 24 and has iixed on its opposite end an arm 3U, which bears on and unseats the discharge-valve in and by the further traverse of the handle 27, thereby releasing air from the supplemental train-pipe 10a and increasing the force with which the brakes have been applied, or, as the case may be, making an application of the brakes solely by the air from the secondary auxiliary reservoirs 15.

The primary brake apparatus being, as before stated, of the standard type and corresponding in and of itself with known brake apparatus as used in standard practice, the pipe leading from the engineers valve to the primary train-pipe 10 is provided with the usual stop-cock shown in the illustration of such brake apparatus in the Westinghouse Air Brake Companys catalogue of 1886, by closing which the primary brake system may be cutout if disabled, or if desired for any other reason. The brakes would therefore in such case be applied solely by the air of the secondary system.

Neither the form nor location of the discharge-valve of the supplemental train-pipe is material to my present invention, so that any suitable known form of valve properly arranged to be operated by or as a result of the shifting of the engineers brake-valve, and, of course, in the order of succession substantially as described, may be substituted for that herein shown. The brakes are released when applied by either or both of the apparatuses and the train-pipes recharged in the usual manner, and when rechargedplrelease of air from the secondary train-pipe when making an application of the brakes with the main apparatus only is prevented by the check-valve 17.

It will be obvious that in the event of breakage or derangement of a member or members of the main apparatus in rear of the engineers brake-valve the inoperative portion of said apparatus may be cut out and ordinary service-work be done in the usual manner by the supplemental apparatus, which under normal conditions remains in active.

In effecting applications of the brakes at exceptionally high speeds-has, say, eighty miles per hour and upwardw-the coefficient of friction between brake-shoes and wheels is found to be materially reduced and a higher braking force is essential. Under such conditions the brakes may be primarily applied by both apparatuses simultaneously until the speed of the train is considerably reducedas, say, to forty miles per hour-after which the pressure may be released from the brake- IOO IIO

cylinders of one apparatus and the stop completed by the pressure in the brake-.cylinders of the other apparatus, thereby avoiding the sliding of the wheels-at the lower speeds.

I claim as my invention and desire to secure by Letters Patentt l. In a fluid-pressure brake system, the combination, substantially as set forth, of a main automatic brake apparatus, a supplemental automatic brake apparatus, an engineers brake-valve controlling the operation of both of said apparatuses, a charging-pipe iitted with a check-valve, and a dischargepipe fitted with a discharge-valve, each of said pipes connecting the engineers brake-valve with the train-pipe of the supplemental brake apparatus.

2. In a Huid-pressure automatic brake system, the combination, substantially as set forth, of a main train-pipe, a supplemental train-pipe, a valve device for supplying and exhausting air to and from each of said pipes, a main auxiliary reservoir, a main triple valve connected therewith and with the main trainpipe, a supplemental auxiliary reservoir, a supplemental triple valve connected therewith and With the supplemental train-pipe, pipes leading from the brake-cylinder-supply passages of said triple valves to a check-valve brake-val ve with the supplemental train-pipe,

an inwardly-opening discharge-valve in` said pipe, and a device for opening said dischargevalve by movement of the handle of the engineers brake-valve beyond that required for releasing air from the main train-pipe.

In testimony whereof I have hereunto set my hand.

eno. wnsrmcnousiz, JR.

Witnesses;

E. W. N EWELL, J. SNowDEN BELL.