US654189A

US654189A - Air-brake attachment.

Info

Publication number: US654189A
Application number: US73209999A
Authority: US
Inventors: Charles E Tench
Original assignee: Individual
Current assignee: Individual
Priority date: 1899-09-29
Filing date: 1899-09-29
Publication date: 1900-07-24
Anticipated expiration: 1917-07-24

Description

No. 654,!89. Patented July 24, I900.

C. E. TENCH.

AIR BRAKE ATTACHMENT.

(Application filed. Sept. 29, 1899,)

('No Model.)

:m: Nonms PEIERS 00., PHOTO-HTML) WASHINGTON. D. c.

CHARLES E. TENOH, OF ABBEVILLE, SOUTH CAROLINA.

AIR-BRAKE A'l'TACHM ENT.

SPECIFICATION forming part of Letters I- atent No. 654,189, dated July 24, 1900. Application filed September 29,1899. Serial No- 732,099. (No model.)

To all whom it may concern.-

Be it known that 1, CHARLES E. TENCH, a citizen of the United States, residing at Abbeville, in the county of Abbeville and State of South Carolina, have invented a new and grades and without necessitating the release of the brakes, as is customary.

In accordance with the present invention the auxiliary tank is charged from the trainpipe through the new valve mechanism directly to the auxiliary tank instead of through the triple valve, as is usual.

In the drawings forming aportion of this specification, and in which similar numerals of reference designate like and corresponding parts in both views, Figure 1 is a side elevation showing the auxiliary reservoir, the brake-cylinder, and the triple valve and its casing with the present invention applied. Fig. 2 is a central vertical section of the valvecasing with the valves shown in elevation.

Referring now to the drawings, 5 is a brakecylinder of ordinary construction, connected with which is the auxiliary reservoir 6, which in turn is connected with the casing 7 of the triple Valve, the train-pipe 8 being connected with the latter through the medium of the usual depending portions 8. In the present invention the usual connection between the triple valve and the auxiliary reservoir is closed, and in substitution thereof the present valve mechanism is provided and is connected with the triple-valve casing at the point of connection of the train-pipe, the easing of the present invention being also connected directly with the auxiliary reservoir through the pipe connection 10, the supply for the auxiliary reservoir passing through the

pipes

10 and 11 and the casing connected therewith.

The valve of the present invention includes a substantially-hollow cylindrical casing 12, having a transverse partition 18, divided into an upper compartment 14 and a lower conipartment 15. The lower end of the casing 12 is interiorly threaded, as shown at 16, and

. engaged therewith are the threads of a plug 17, having a cylindrical depending portion 18, in which is disposed the lower portion 19 ,of the piston of the valve, having a disk 20 fixed thereto and lying in the compartment of the casing. The disk lies in the lower end of the compartment 15, and which portion is increased in diameter, as shown, to form a shoulder 21, against which the disk 20 lies when at the limit of its upward move ment.

The stem of the piston-valve extends above the disk' 20, as shown at 22, and snugly fits a perforation 23 in the partition 13. A portion of the upper end 22 of the stem of the valve is cut away, as shown at 24, and thiscutaway portion is so positioned that when the ivalve is at the limit of its upward movement this cut-away portion will lie in the perforation 23 and will project both above and below the partition 13, thus forming a communicating passage between the compartments 14 and 15. When the disk 20 is at the lower limit of its movement, the extremity of the 26 is disposed thereon and bears at oneend against the under face of the disk 20 and at the opposite end against the upper end of the plug 27, in threaded engagement with the lower end of the tubular extension 18 of the plug 17, and which plug 27 has a central cylindrical depression 28, which receives the lower extremity of the valve-stem and acts as a guide therefor. The plug 27 iscontinuously threaded and projects below the tubular extension 18 for engagement by the interior threads of a cap 29, conforming in outline to the portion 18.

The plug 28 has a squared lower end 30 to enable the application of a wrench to facilitate adjustment of the plug to vary the tension of the spring 26.

upper limit of its movement, a helical spring Extending laterally from the casing 12 is a cylindrical tubular extension 31, the outer end of which has its interior diameter increased and is provided with interior threads for the reception of a plug 32, having a tubular extension 33, through the central bore of which communication is had to the interior of the extension 21. The end of the extension 31 adjacent to the plug 32 is also increased in diameter, although to a lesser extent than the portion last named, and results in the formation of a shoulder 34, the inclosure of the extension 31 forming a valve-chamber in which is disposed a piston-valve comprising a head or disk 35, arranged between the shoulder 34 and the plug 32 and closely fitting that portion of the chamber. This head 35 has a stem 36, upon which is disposed a helical spring 37, hearing at one end against the head 35 and at the other end against the inner surface of the plug 32, the extension 36 having a further and diminished extension 39, which operates in the widened portion 40 of the bore of the plug 32 to prevent tilting of the head or disk of the valve.

A passage 41 is formed in one wall of the extension 31, one end of this passage communicating with the piston-chamber at each side of the piston-head when the latter is against the shoulder 34. When the pistonhead is moved to the opposite limit of its motion, however, it acts to close this passage 41.

In practice the extension 33 is connected by means of the pipe 11 to the triple-valve casing adjacent the train-pipe, so as to receive pressure directly from the latter. The upper compartment 13 of the casing 12 is also provided with a tubular threaded extension 42, having the pipe connection 10 with the side of the auxiliary reservoir 6.

The construction just described and which is termed a recharge-valve is adapted to convey the pressure from the train-pipe diton-head 35 against the tendency of the spring 37 and will close the passage 41, thus practically maintaining the pressure in the anxiliary reservoir. At this time the triple valve has operated to communicate the auxiliary reservoir with the brake-cylinder, and this condition will remain so long as pressure is maintained in the auxiliary reservoir and brake-cylinder. It will of course be understood that the normal pressure in the anxiliary reservoir and the train-pipe is seventy pounds.

When communication has been closed between the auxiliary reservoir and the airbrake cylinder by an equalization of the air in the auxiliary reservoir and the train-pipe, the spring 37 will move the head 35 of the piston-valve to uncover the passage 41, so that the auxiliary reservoir will be in direct communication with the train-pipe, and the communication between the auxiliary reservoir and the brake-cylinder will be cut ofi? in the usual manner by the graduating-valve, the brake mechanism being still applied. The brakes having been thus applied and adjusted by means of the engineers brake-valve being in what is termed the lap position, the engineers valve will be placed into position between the present lap position and running position, at which time the present feed-port in the engineers brake-valve will be opened to a position that will govern and gradually feed the air to the train-pipe. The train-pipe being in open communication with the auxiliar'y reservoir, the pressure in the auxiliary reservoir will gradually rise until the desired pressure has been restored.

The helical spring 16 of the piston-valve in the casing 12 is set so that the head of the valve will balance a pressure of seventy-one or seventy-two pounds. The pressure in the auxiliary reservoir and the train-pipe being normally seventy pounds, the piston-valve will not be operated and communication between the compartments 1 4 and 15 will be opened. If it is then desired to release the brake, the engineers brake-valve is set at full release, acting to increase the pressure in the auxiliary reservoir, and when this pressure reaches a point above the resistance of the spring 26 said spring will be compressed and communication through the casing 12 will be shut otf. Further increase of pressure in the train-pipe will act to operate the triple valve to release the brakes. When the brakes have been released and the pressure in the train-pipe fallen below the resistance of the spring 26, the piston-valve connected therewith will operate to open the passage between the compartments 14 and 15.

It will of course be understood that in practice the specific construction herein shown may be varied and that any desired proportions and materials may be employed without departing from the spirit of the invention.

WVhat is claimed is'- 1. A recharging-valve comprising a casing adapted for communication with a train-pipe and an auxiliary reservoir, said casing comprising two valve-chambers, a valve-seat in one of the valve-chambers, a valve comprising a stem having an operating-diaphragm,- said valve lying in operative relation with the seat to engage the latter in opposite directions,a passage leading from the second valvechamber to the first valve-chamber to communicate with the latter at a point between said valve-seat and the operating-diaphragm, and a valve in the second chamber adapted for movement under the influence of auxiliary-reservoir pressure against the trainpipe pressure to close communication between the casing and the train-pipe.

2. A recharging-valve comprising acasing including two valve-chambers; means forconnecting one of the valve-chambers with the auxiliary reservoir, means for connecting the second chamber with the train-pipe, a spring-- too pressed Valve in the second chamber adapted to stand normally open and to close under the influence of auxiliary-reservoir pressure and against the train-pipe pressure, a valve-seat,

eating with the first chamber between the dia= phragm and the valve seat.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

CHARLES E; TENOH;

Witnesses:

S. M. J ONES,- M. H. WACHTEL;