US641338A

US641338A - Track-sanding apparatus.

Info

Publication number: US641338A
Application number: US73508099A
Authority: US
Inventors: Charles W Sherburne
Original assignee: Individual
Current assignee: Individual
Priority date: 1899-10-28
Filing date: 1899-10-28
Publication date: 1900-01-16
Anticipated expiration: 1917-01-16

Description

(No Model.)

Patented Jan. l6, I900. c. w. SHERBUBNE.

TRACK SANDING APPARATUS;

(Application flied Oct. 28, 1899.)

4 SheetsSheat I.

THE NORRIS PETERS co. PHDTQ-L1TH'J.,WASNINGTQN. n. cy

No. 64l,338. Patented Jan. 16, I900. B. W. SHERBURNE.

TRACK SANDING APPARATUS.

(Application filed Oct. 28, 1899.)

(" L) 4 Sheets$haet 2.

Nu. 64|,338. Patented Jan. l6, I900. C. W. SHERBURNE.

TRACK SANDING APPARATUS.

(Application filed Oct. 28, 1899.]

4 Sheets8heet 3.

(No Model.)

WI THESSES:

m: NoRms PETERS co, wnoroumo. WASHINGTON, n. c.

Patented m. I6, I900.

N0. 64|,338. C. W.' SHERBURNE.

TRACK SANDING APPARATUS.

(Application filed Oct. 28, 1899.)

4 Sheets8haet 4-.

(No Model.)

Wrrphzsszs:

UNITED STATES P TE T OFFICE.

CHARLES w.;sI1ERBURNE, or BOSTON, MAssAoHUsETTs- TRACK-SANDING APPARATUS.

SPECIFICATION forming part of Letters Patent No.641,338, dated January 16, 1900. Application filed October 28, 1899.. Serial No. 735,080. (No model.)

To all whom it may concern.-

Be it known that I, CHARLES W. SHER- BURNE, a citizen of the United States, residing at Boston, in the county of Suffolk and State of Massachusetts, have invented a new and useful Improvement in-Track-Sanding Appa-.

ratus, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part of this specification, in explaining its nature.

The invention relates to the class of tracksanding devices in which air is used for feeding the sand fromthe sand-box; and it consists in incorporating in the engineers valve of an automatic train-brake system a means for supplying and controlling the supply of air to the sand. It is desirable thatthe operation of the engineers valve shall in .setting the brakes also simultaneously operate the track-sanding device; and my invent-ion is so embodied in the engineers valve that the sand-feed may take place during the ordinary service use of the valve or during its emergency use only, or during both uses of said valve. a manner to permit of the operation of the sanding device independently of the operation of the engineers valve.

Referring to the drawings,Figure 1 is a view in plan of my improved apparatuswith the rotary valve and cap removed. Fig. 2 is a view principally in side elevation, a part of the structure being broken away to show the construction of the valve, and the sand air ports and passages being represented by dotted lines. Fig. 3 is a horizontal section upon the dotted line3 3 of Fig. 2. Figs. 4. and 5 show an air-sift feed, to which reference-is hereinafter made. Fig. 6 is a plan of the rotary valve. Fig. 7 is a plan .of the rotary valve inverted to show the air-port when arranged to feed air automatically only upon an emergency stop. Fig. 8 is a view in plan inverted of the rotary valve, showing the airport when constructed to feed air for both the service and emergency stops.

I have represented in the drawings my invention as applied to the well-known engineers valve of the Westinghouse air-brake system. It is not necessary to describe the entire construction and operation of said valve here; but I will briefly enumerate the It is also applied to the valve'in' i? parts thereof which are used in applying my invention thereto.

A is the usual'valve-casing.

B is the rotary valve, seated upon the stationary valve-seat b, in which seat are the usual air-ports of the valve, which are 0011- nected or disconnected by the movement of the rotary valve.

C is a key at the inner end of the valve= stem 0 and which is contained in a keyway b in the outer end of the rotary valve. The valve-stem also has a cylindrical extension 0, which is integral with it and which is contained in a cavity dof a cap D. This cap has v a bearing'c for the valve-stem'and screws over the rotary valve into the valve-casing. Upon the outer endof the stem 0 is the valveoperating lever 0'. I

For the ordinary work, known as service work, meaning the operation of the brakes for usual train stops, the valve is rotated a portion of a revolution by the handle, the extent of such movement being. usually determined by the engagement of a spring-catch on the handle with a stationary latch-recess on the valve. i

For emergency work-41 6., for making a quicker stop than is made by the service stop-- the valve is adapted to be additionally rotated beyond the position at which the latch engages the catch, and the catch is ofsnch a nature that the latch can be moved past it to permit of this additional movement of the rotary valve when it may be necessary to so opcrate it. These parts are common to the Westinghouse engine-brake.

I will now describe the application of my invention to the valve, calling attention to the fact that I employ the same rotary valve as is used for governing the train-brake without changing in any respect the construction of the valve or that of the valve seat. The valve -casing is also unchanged, excepting that it has a hole E tapped or otherwise formed in it for receiving one end of the valve-casing e, forming a part of the connection between the air-valve and the sand-box or sand-feeding devices. This hole E is arranged between the two .ports I) b in the valve-seat. It is connected with the air-chamber a above the valve-seat by two small passages or ports e too and c in the valve-seat. The port a connects with a passage 0 in the valve-case e and the port 6 with the passage 6 in said valve-case. The first of these ports is the one which is controlled by the rotary trainbrake valve B. Thesecond of these ports is not controlled by the rotary valve, it having continuous connection with the air-chamber 6 above the rotary valve by means of the space about the valve, the said valve not being fitted upon its cylindrical edge tightly in the valve-casing, and thus forming a passage for the air to pass between it and the casing from the chamber 6 to the port a, which is in the valve-seat in line with the wall of the valve-chamber. (See Fig. 1.) The air under pressure is therefore constantly present in the said port 6 and passage 6 of the valve; but it is prevented from flowing through said passage, excepting when desired, by means of the hand-valve E in said valve-casing.

The port e is opened and closed with the rotary brake-valveB by the brake-valve lever, and it is represented as connected with the air-chamber e by a hole a extending through the rotary valve and which for convenience is placed near the center of the valve and has at its upper end a lateral extension e to connect it with the chamber. The location and direction of this hole in the rotary brake-valve, however, may be varied at will, so long as its inner end is adapted to be brought into line with the port a upon the turning of the valve. The time at. which it is connected with the port determines thetime when the automatic flow of the air, and there: fore the sand, begins, and the connection may be so shaped as to establish a flow of air immediately upon a slight turning of the valve and to continue such flow throughout the entire service and emergency movements of the rotary valve, or it may be arranged to continue during the service movement only or a portion of the service movement or during the emergency movement only or a portion of the emergency movement, these results being governed 'by the length and position of the entrance e to the port e in the stationary seat as respects the hole in the rotary valve. In Fig. 8 of the drawings I have represented the connection between the hole 6 and the port e as continuous throughout the service and emergency stops and in Fig. 7 as continuous only during the emergency stop and as not connected during the service stop, so that the sand then automatically feeds only during emergency stop.

The valve-casing e, as above indicated, has one uninterrupted passage extending continuously through it from end to end and through which the air released by the turning of the rotary valve of the train-brake flows to the pipe E extending to the sand holding and distributing devices, and an additional passage extending from the end of the casing, connected with the air-supply through or in the train-brake-valve casing. This passage is connected or disconnected with the continsage e and is controlled by a conical valve f movable withrespect to the conical side f and arranged at the inner end of the valveoperating spindlef which is held to the valve by a cap j, which screws into the body of the valve. It will be understood that this valve is operated by hand and is used when it is desired tofeed sand to the tracks without operating the brakes, the compressed air then I passing from. the brake system through the engine-valve and passage e.

In Figs. 4 and 5 I haverepresented the sanding device as provided with a sight feed or means whereby the flow of air and the velocity of the flow may be seen. It consists in diverting the passage 6 into a side chamber G and connecting said chamber again with the passage by the hole g.

The opening to the chamber and the out let therefrom are out of line, and balls or other objects movable by air are interposed between them. The air passing into the charm 5 her strikes the balls or other objects and moves the same in the chamber, and thus indicates whether air is passing through the chamber andat what speed or force it is passing, the air agitating the balls or' other de- I00 vices more or less, according to the extent of the pressure. I

The side chamber comprises a tube 9, of glass or other transparent material, confined in an open metal frame 9 which. is screwed to the valve-body, and the tube, of glass, is held in the case by a cap 9 which screws upon the metal case. A packing is arranged between the cap and the edge of i the tube. (See Fig. 5.)

Having thus fully described myinvention, what I claim, and desire to secure by Letters Patent, is r y i 1. An engineers air-valve for a combined train brake and track. sanding apparatus,, I I 5 having a stationary valve-seat provided with the train-brake air-ports and a track-sanding air=port,and a rotary valve having train-brake air-ports and a track sanding air-passage which is adapted, upon themovement of the rotary valve in applying the brakes, to make an operative connection with the track-sanding air-portin the stationary seat, as and for the purposes described.

2. An engineers air-valve for a combined train-brake and track-sandingapparatus having a stationary valve seat provided with train-brake air-ports, a track-sanding air-passage and a track-sanding air-port, a rotary valve having train-brake air-ports and a tracksanding air-passage, which latter, upon the rotation of the valve, is adapted tobe connected with the track-sanding air-port in the stationary seat, an air-chamber upon the side of the rotary valve opposite the valve-seat and a connection or passage from said chamber to the track-sanding air-passage in the valve-seat, as and for the purposes described.

3. An engineers air-valve for a combined train-brake and track-sanding apparatus having a stationary valve-seat provided with the usual train-brake air-ports, a tracksanding air-passage and a track-sanding air-port, a rotary valve having the usual train-brake airports and a track-sanding air-passage which is adapted, upon the rotation of the valve, to make connection with the track-sanding airport in the stationary seat, an air-chamber upon the side of the rotary valve opposite the stationary seat, an air passage from said chamber to the track-sanding air-passage in the stationary seat and a hand-operative, independent valve to open and close said lastnamed passage.

4. An engineers air-valve for a combined train-brake and track-sanding apparatus, having a stationary valve-seat provided with the usualtrain-brake air-ports and also provided with a track-sanding air-port, a rotary valve having the usual train-brake air-ports and a track-sanding air-passage, which valve is adapted to have imparted to it a movement for a service stop and an additional movement for an emergency stop, the said tracksanding air-port in the stationary valve and the said air-passage in the rotary valve not making connection during the movement of the rotary valve in service stops and only making connection during the movement of the valve in emergency stops, as and for the purposes set forth.

5. In a track-sanding apparatus, a sight feed chamber through which the air supplying the sand box or pipe passes, having an air-inlet at the lower end of said chamber, an air-outlet from the upper end of said cham her and interposed independent indicators contained in the chambers below the air-outlet and adapted to be moved by the air in its passage through the chamber.

CHARLES W. SHERBURNE.

WVitnesses:

F. F. RAYMOND, 2d, J. M. DOLAN.