US647844A

US647844A - Brake.

Info

Publication number: US647844A
Application number: US69390898A
Authority: US
Inventors: Andre Kholodkovsky
Original assignee: Individual
Current assignee: Individual
Priority date: 1898-10-18
Filing date: 1898-10-18
Publication date: 1900-04-17
Anticipated expiration: 1917-04-17

Description

No. 647,844. Patented Apr. I7, I900.

A. KHULODKOVSK'Y. v

BRAKE.

(Application fllgd Oct. 18, 1898.) U40 Model.) 4 Sheets-Shee I.

ofzwi/ M r ar THE Nonms PETERS my, PHQTQLIYHO WMHXNGTON, n g

No. 647,844. Patented Apr. l 7, I900.

A. KHOLODKDVSKY.

BRAKE.

(Application fi1e d Oct, 18, 1's9s. (No Model.) 4 Sheets-Sheet 2.

THE nonms PETERS ca, muwilma, wumuomn. n c.

No. 647,844. I Patented A r; 17, 1900.

A. xnomnxovsxv.

BRAKE.

(Application fined Oct. 18, 189B.) (No Model.) 4 Sheets-Sheet a.

a I A770RNE rs m: man's FUCHS co, moroumoq wAsulyn ou. 9. c.

No. 647,844. Patented Apr. 17, I900. A. KHULODKDVSKY.

BBAKE.

(Application filed Oct. 18, 189B.) (No Model.) 4' Sheets-Sheet 4.

V IN YEN 70R WITNESSES."

ATTORNEYS NrTED STATES v PATENT OFFICE.

ANDRE KHOLODKOVSKY, OF KISHINEV, RUSSIA.

BRAKE.

SPECIFICATION forming parrot Letters Patent No. 647,844, dated April 17, 1900. Application filed October 18-, 1898. Serial No. 693,908. (NdmodelJ To all whom it may concern:

Be it known that I, ANDRE KHOLODKOVSKY, a subject of the Emperor of Russia, residing at Kishinev, Russia, have invented new and useful Improvements in Brakes, of which the following is a specification.

My invention relates to the brake mechanism of railway carriages and the like, and has as its main object to allow of converting ordinary vacuum-brakes into automatic vacuumbrakes; and to this end myinvention consists in certain features of construction and constructions of devices, as will be hereinafter more fully described, and particularly pointed out in the appended claims.

In the accompanying drawings, Figure 1 is a side elevation of a locomotive provided with a general arrangement of ordinary vacuumbrakes converted into automatic vacuumbrakes according to my invention; Fig. 2, a side elevation of the locomotive-tender and the cars, showing the pipes and vacuum-cylinders upon this part of the rolling-stock.

Fig. 3 is a plan view of the general arrangement upon the locomotive. Fig. 4 is a plan view of the general arrangement upon the locomotive-tender and upon the cars. Fig. 5 is a section of a special vacuum-cylinder constructed according to my invention. Fig. 6 is a sectional view of a double valve which is combined with the special vacuum-cylinder just referred to. Fig. 7 is a horizontal section, and Fig. 8 a vertical section, of the said double valve, showing one of the valves open and the other valve closed. Fig. 9 is a detail view of the operating-lever of the air-ejector.

In the accompanying drawings, 1 represents an air-ejector of ordinary construction mounted upon the locomotive-boiler.

2 is the steam-pipe of the said air-ejector, connected to the steam-chamber of the locomotive.

3 is the air-pipe of the said air-ejector, extending along the locomotive and connected upon the tender with an air-pipe 4, Fig. 2, extending the whole length of the train, and connected by means of pipes 5 to vacuumcylinders or elastic vessels 6, of well-known construction, acting directly upon the brakelevers 7 in order to apply the brakes when a vacuum is produced in thesaid elastic vessels by means of the air-ejector 1. In the annexed drawings, Fig. 3, another pipe 3 5 is connected to the ejector 1 and directly to the vacuum-cylinders 6 of the locomotive and of the tender in order to enable the action of the brakes on the locomotive and tender to be independent of the brake-pipe 3 4, leading to the brake-cylinders placed on each car of the train, which brake-cylinders are not illustrated on the drawings, but are quite identical to the brake-cylinders 6, placed on the locomotive and on the tender.

8 represents levers connected to the stopvalve 9 of the air-ejector 1 and to the actuating-lever 10 of the air-ejector.

The hereinbefore-described arrangement is the ordinary arrangement of vacuum-brake.

When the brakes are released, the valve 9 is closed and the air-ejector stopped, the atmospheric air admitted in the pipe 3 through the air-ejector 1 acting in the elastic vessels 6 to maintain the lever 7 in a lower position corresponding to the releasing of the brakes.

When it is desired to apply the brakes, the

driver moves the lever 10 in order to bring it into the position 10, (shown in Fig. 9 in dotted line,) so as to open the valve 9, thereby starting the air-ejector 1, which, exhausting air from the pipe 3 and from the vacuum-cylinders 6, causes the diaphragm or piston (of well-known construction) of these cylinders to be raised together with the lever 7, which applies the brakes in the ordinary manner.

According to my invention for converting ordinary or non-automatic vacuum-brakes of this kind into automatic vacuum-brakes I arrange upon the locomotive in proximity to the drivers cabin a special vacuum-cylinder 11, divided into an upper and a lower chamber 12 13, Fig. 5. The lower chamber 13 is formed of two parts 14. 15, between which is fixed a cup 16 of porous material, traversed bya rod 17, fixed to the bottom of the cup 16 by means of washers 18 and a nut 19, on which rests a spring 20, surrounding the rod 17. The said rod 17 carries at its upper end a piston 21, which in the position shown on Fig. 5 closes all communication between the upper and lower chambers 12 13. The upper chamber 12 of the vacuum-cylinder 11 is connected by a pipe 22 to the usual general pipe 3,. connected to a pipe 4, extending the whole length of the train, this latter pipe leading to or brake pipe 3 4.

1 cylinder 11.

I brake-actuating cylinders placed on each car and not shown on the drawings, but similar tothe brake-actuating cylinders 6 on the 10- comotive and tender.

shown separately in Figs. 6, 7, and 8. This provided with a valve 26 27, guided in crosspieces 28 and kept to itsseat bya spring 29. The two valves 26 27 can be both kept open This key 30 is provided with a stem 30 fitted with two cams 31 32,'arranged to'each other insuch a manner that, according to the position of the key 3O, the two valves 26 27 can be both kept open simultaneously or one, 27, can be kept closed and the other, 26,0pen, as shown clearly in Figs. 7 and 8.

33 is a pipe connecting the lower chamber 13 of the cylinder 11 with the general pipe 3 and its extension 4.

34 is a pipe connected to the said pipe 33, and extending the Whole length of'the train, like the general pipe 3 4.

35 is a cock placed on the pipe 33 between the pipe 34 (which will be called hereinafter the supplementary pipe) and the general 36 isa cock placed on the general or brake pipe 3 before its connection with the pipe 4 and after its connection with the pipe 33.

37 is a bell-crank lever connected to the lower end of the rod 17, extending out of the This lever is pivotally mounted at 38 and connected with its arm 39, Fig. 9, to a short wire 40, attached to the operatinglever 10 of theair-ejector 1, Figs. 1 and 9, by

means of a slotted bar 41 and of a spring-actuated pawl 42, engaging the teeth on a segment 4 2 ,adapted to fix the actuating-lever 10 in a given position byaid of the saidpawl.

The mechanism acts in the followingmanner: Let us suppose the brakes have just i been applied manually by the driver having started the air-ej ector 1. r This operation may be easily effected, the wire connection 40 allowing the displacement of the lever lOwithout acting upon thelever 37 and the rod 17 of the vacuum-cylinder. In order to release the brakes, the driver closes the valve 9 by means of the hand-lever 10, which is placed,there fore, in the position shown in Figs. 1 and 9. Now in order to set the system ready for operation the driver closes the cock 36 and opens the cook 35, and then by starting again the ejector 1 in bringing thelever 10 in the position 10 (shown in dotted line, Fig. 9) he exhausts the air from so much of the pipe 3 as extends forward of the cook 36, and as this section of. the pipe 3 is connected with the pipe 22 directly the air will be exhausted from the pipe 22 and the upper chamber 12 of the vacuum-:

cylinder 11, the valve 27, which is the lower one and opens downwardly in the direction of the arrow 43, Fig. 1', falling from its seat by the suction, while the valve 26 is held ofi of its seat, in the direction of the arrow'44, Fig.

23 is a double valve on the pipe 22and is 11, by the cam 31 of the key 30.. The air is also. exhausted from the pipe 33 and the auxiliary pipe 34 by way of the cook 35, and the pipe 33 connecting with the chamber 13 the air is exhausted from there also. The cock 35 is then closed and the cock 36 is opened and the air-ejectorstopped. The brakes are kept oft or free from the wheels, the air having not been exhausted from the pipe 4 and being again admitted in the pipe 3. This air flowing up the pipe 22 closes automatically the valve 27. The brakes are thus released and ready to be operated automatically upon any accident to the auxiliary pipe 340r, upon the reduction of pressure inthe pipes 3 4, caused by the engine-driver when by acting manually upon the actuating-lever 10 he applies the brakes manually. If air is admitted to the pipe 34 upon any accident, it will flow by pipe 33 into chamber 13, and thus force the-piston 21 up to operate the rod 17, and thus through the connection .37 40'will operate, the ejector 1, which, starting, will exhaust the air from the

pipes

3 and 4 and cause the brakes to be applied in the well-known manner.- The brakes having been operated automatically in this manner the driver, in order to release them again, has only to stop the ejector, which operation maybe easily eifected by setting the lever 10 again in the position shownin Fig. 1 and turning the key 30 of the double valve 23 in the position shown in Fig. 6, so as to allow the entrance of the air in the chamber 12 of the vacuum-cylinder 11. In orderto set the system ready" again to operate automatically, the first operation hereinbefore described mustbe repeated-in other words, the cook 36 must be closed, the cook 35 opened, the key of the valve 23 turned so as to open the valve 26 and to close the valve 27, and the ejector started in order to exhaust the air from the pipes 34 33 22 and from the

chambers

12 and 13 of the vacuumcylinder 11.

It will be observed that the elastic cup 16 in the vacuum-cylinder 11 is only provided in order to guide more easily the rod 17 of the piston 21 and to serve as a bearing for the washers 18, upon which rests the spring 20. This cup might be dispensed with in the case of using a rod 17 suflicientlystrong.

I am aware that means for starting auto= matically the air-ejector of vacuum-brakes have already been used; but it will be observed that no one of these arrangements has ever been allo'wed'to apply the brakes automatically from each of thecars of a train by means of a single apparatus placed upon the locomotive. It will befurther observed that with my arrangement all storing-reservoirs and valve arrangement upon the cars may be dispensed with, the action of the air-ejector acting directly upon the vacuum-cylinders or elastic vessels 6, connected to the brake-levers 7, and this automatica'l action being obtained by aid of a single apparatus placed upon the locomotive.

I claim- 1. In a vacuum-brake for railway-carriages in combination with the air-ejector, the actuating-lever of the said air-ejector,tl1e brakepipe and the elastic vessels connected therewith, a Vacuumcylinder placed upon the locomotive, two vacuum-chambers in said cylinder, a piston separating said chambers, a rod connected to said piston, a transmitting device connecting the said rod with the actuating-lever of the air ejector, two pipes connecting each chamber of the said vacu umcylinder with the brake-pipe, an auxiliary pipe extending the whole length of the train and connected with the pipe of the lower chamber of the vacuum-cylinder, a cock between the said pipe and the brake-pipe, in order to separate the lower chamber of the vacuum-cylinder and the auxiliary pipe from the brake-pipe, a cock on the brake-pipe in order to cut all communication from this pipe with the air-ejector when the said ejector exhausts the air from the auxiliary pipe and the two chambers of the Vacuum-cylinder, a double valve opening in opposite directions on the pipe connected to the upper chamber of the vacuum-cylinder, springs acting upon the said valves and a key keeping open the upper of these valves during the exhaust of the air or both simultaneously for releasing the brakes substantially as described and for the purpose of starting automatically the airejector from each car and applying the brakes when air is admitted in the auxiliary pipe.

2. In a brake mechanism of railway-carriages, in combination, a vacuum-cylinder, two chambers in said cylinder, a piston sep arating said chambers, a rod connected to said piston and provided with a spring, a transmitting device connected to the rod of the piston, means for actuating the brakes by aid of said transmitting device, brake-pipes extending the length of train, auxiliary pipes connecting said pipes with the two chambers of the vacuum-cylinder, a tube pro vided with two valves opening in opposite directions, springs acting upon said valves and a key keeping open either of the said valves or both of them simultaneously, substantially as described.

In witness whereof I have hereunto set my hand in presence of two witnesses.

I ANDRE KHOLODKOVSKY. Witnesses:

.P. W. FLAHERTY,

THOMAS E. HEENAN.