US662152A

US662152A - Air-brake.

Info

Publication number: US662152A
Application number: US1718400A
Authority: US
Inventors: William K Omick; George Plunkett Magann
Original assignee: Individual
Current assignee: Individual
Priority date: 1900-05-17
Filing date: 1900-05-17
Publication date: 1900-11-20
Anticipated expiration: 1917-11-20

Description

Patented Nov. 20, I900. w. K. OMICK & a. P. MAGANN.

A l R B R A K E (Application filed may 17, 1900.)

(no Model.)

TViine ases g t w Jfim msToN,

Tn! "cams PUERS 00.. PHOTQ-LITHCL, WASH lVILLIAM K. OMIOK, OF PONTIAC, MICHIGAN, AND GEORGE PLUNKETT MAGANN, OF TORONTO, CANADA.

AIR-BRAKE.

SPECIFICATION formingpart of Letters Patent No. 662,152, dated November 20, 1900.

Application filed Ma 17, 1900.

To (0Z1 whom it DMZ/y concern:

Be it known that we, WILLIAM K. OMIOK, of the city of Pontiac, in the county of Oakland, in the State of Michigan, and GEORGE PLUNKETT IVIAGANN, of the city of Toronto, in the county of York, Province of Ontario, Canada, have invented certain new and useful Improvements in Air-Brakes, of which the following is a specification.

The object of our invention is to devise a simple and effective air-brake mechanism operated by storagetanks. In accordance with the present invention a cylinder is provided having two pistons movable therein and adapted to be pressed toward each other through the agency of springs or other similar means, while means are provided controlled through the agency of a motormans valve for connecting the air supply or reservoir with the space between the pistons, whereby the pistons may be separated against the tension of the springs to apply the brakes. When it is desired to release the brakes, a con trolling-valve may be operated to cut off the space between the pistons from the air-supply reservoir and to connect the same with the airspace of the cylinder behind the pistons, whereby the pressure on the opposite sides of the pistons is equalized and the springs permitted to return the pistons to their normal positions.

Our invention further-relates to a supplemental reservoir automatically filled with compressed air and so arranged that the motorman may at pleasure use the compressed air therein for the purpose of sounding a whistle or for acting against the backs of the pistons to return them to their normal position in case of a failure of the springs or any jamming of other parts of the mechanism.

Figure 1 is a sectional plan view showing the brakes released. Fig. 2 is a similar view of a portion of the mechanisnn showing the brakes set. Fig. 5 is an end elevation of the cylinder and supplemental tank.

In the drawings like letters of reference indicate corresponding parts in the different figures.

A is a pipe through which the storage tank or reservoir B may be filled. The pipe A will in practice be provided with any suitable of the cylinder.

Serial No. 17,184. (No model.)

coupling by means of which it may be connected with a suitable source of compressed air for the purpose of filling the storagetank B.

O is a pipe connecting the storage-tank with the auxiliary reservoir E. This pipe is provided with a reducing-valve D. From the auxiliary reservoir E the pipe F extends to the brake-cylinder H, communicating with its interior substantially midway bet-ween the ends. In this pipe is located the three-way valve G, which will be so located that it may be operated by the motorman to connect-the auxiliary reservoir with the cylinder-,as shown in Fig. 2, or to connect the cylinder with the exhaust-pipe I, as shown in Fig. 1.

Within the brake-cylinder H are located the pistons J J, to which are connected the piston -rods K K, extending through the ends Surrounding these pistonrods and bearing against the cylinder ends and the pistons are the coil-springs a, tending normally to maintain the pistons in the position shown in Fig. l. The ends of the piston-rods are pivotally connected to the levers L, the other ends of which are connected by the pivoted links I) with the draft-circles M, which latter may be arranged to operate the brake-shoes in any desired manner.

N is a link pivotally connected at 0 to the levers L at a point between their ends, the

pivot-points c forming the fulcrums upon which the levers may be swung. This arrangement insures the equalization of the pressure upon each set of brake-shoes. It will be noticed that each lever is shown provided with two or more holes 25, by means of which the link N may be readily connected to the levers L at different points, so that wear of the brake-shoes may be compensated for or the leverage exerted by the pistons of the brake-cylinder adjusted as may be thought desirable. We prefer to em ploy levers of the first order, as shown, as we thus economize the limited space at our disposal.

The exhaust-pipe I communicates with the interior of the cylinder at the points cl, which are at all times behind the pistons. By thus exhausting into the cylinder behind each piston we attain important advantages. Ordinarily as the pistons are forced together by the springs air has to be drawn in behind them from the atmosphere under the car. As this is usually in a very dusty condition, dirt is drawn into the cylinder, which will tend to wear the cylinder and pistons and in time cause leakage. By arranging the exhaust, as shown, fresh pure air is always supplied behind the pistons. Further, by connecting the compressed air between the pistons with the cylinder behind the pistons when releasing the brakes the pressure on both sides of the pistons is rapidly equalized and the springs at once force the pistons together.

O is a supplemental tank, which may be crescent-shaped, as shown in Fig. 3, for the purpose of economizing space. This supplemental tank communicates with the interior of the cylinder between the pistons by means of a pipe 6, provided with the valve f, which will permit of air entering the tank, but will close to prevent its exit.

P is a pipe connecting the supplemental tank with the cylinder behind the pistons, as shown at g g. In this pipe is located the three-way valve Q, by means of which the interior of the supplemental tank may be put in communication with the cylinder behind the pistons or placed in communication with the pipe "1' leading to the whistle R.

Air-ductssare preferably provided through the ends of the cylinder for the purpose of preventing air-cushioning when the apparatus is in operation.

Normally the three-way valve G occupies the position shown in Fig. 1, communication between the auxiliary reservoir and the cylinder being cut OE and the interior of the cylinder between the pistons placed in communication with the interior of the cylinder behind the pistons. Under these circumstances the springs 0. press the pistons toward each other and retract the brake-shoes. If the springs fail to work and release the brakes, the motorinan operates the three-way valveQ and places the supplemental tank 0 in communication with the ends of the cylinder, thus providing sufficient pressure to drive the pistons to their normal position. The air-ducts .9 being comparatively small, pressure so placed behind the pistons is not reduced with suflicient rapidity to prevent the compressed air from the tank properly fulfilling this function.

When it is desired to throw on the brakes, the three-way valve G is moved to the position shown in Fig. 2 and communication thus established between the auxiliary reservoir and the interior of the cylinder between the pistons. The pistons are thus forced apart and caused to apply the brakes.

If the pressure in the supplemental tank is dropped below that normal to the auxiliary reservoir, the valve f will lift and the supplemental tank become recharged. By turning the three-way valve to the position shown in Fig. 1 the motorman will cause the whistle R to sound, and this whistle may thus be used to take the place of or act in conjunction with the gong ordinarily used.

The air-supply to the main reservoiris preferably employed at a pressure of about three hundred pounds, and the reducing-valve D serves to reduce the pressure in the auxiliary reservoir and the working pipes to about fifty pounds pressure.

From the above description it will be seen that we have devised a very simple and eflicieut air-brake apparatus in which adequate provision is made for all possible contingencies.

What we claim as our invention is 1. In air-brake apparatus an air supply or reservoir,in combination with a substantiallyclosed brake-cylinder; a pair of pistons moving therein; means for yieldingly pressing the said pistons toward each other; a pipe extending from the interior of the cylinder between the pistons to the reservoir; an exhaust-pipe communicating with the interior of the cylinder behind the pistons; means for placing either the reservoir or the exhaust-pipe in communication with the interior of the cylinder between the pistons; and levers pivoted at one end to the said pistons and at the other to the connections to the brake-shoes; and a link pivoted to said levers at intermediate positions forming their fulcrums and making them levers of the first order, substantially as and for the purpose specified.

2. In air-brake apparatus an air supply or reservoir in combination with a su bstantiallyclosed brake-cylinder; a pair of pistons moving therein; means for yieldingly pressing the said pistons toward each other; a pipe extending from the interior of the cylinder between the pistons to the reservoir; an exhaust-pipe communicating with the interior of the cylinder behind the pistons; and means for placing either the reservoir or the exhaust-pipe in communication with the interior of the cylinder between the pistons, sub stantially as and for the purpose specified.

3. In air-brake apparatus an air supply or reservoir in combination with a substan tiallyclosed brake-cylinder; a pair of pistons moving therein; means for yieldingly pressing the said pistons toward each other; a pipe extending from the interior of the cylinder between the pistons to the reservoir; an exhaust-pipe communicating with the interior of the cylinder behind the pistons; and a three-way valve with which the said pipes are connected whereby compressed air may be admitted between the pistons or exhausted thence into the cylinder behind them, substantially as and for the purpose specified.

4. In air-brake apparatus an air supply or reservoir in combination with a brake-cylinder; a piston moving therein; asupplemental reservoir connected with the interior of the cylinder in front of the piston; a pipe from the air supply or reservoir similarly con.-

IIO

nected; a valve between the cylinder and said supplemental reservoir lifting only to permit air to pass from the cylinder to the said supplemental reservoir; a pipe leading from the said supplemental reservoir; a whistle connected to the pipe; and a valve in the said pipe for controlling the sounding of the Whistle, substantially as and for the purpose specified.

5. In air-brake apparatus an air supply or reservoir in combination with a substantiallyclosed brake-cylinder; a piston moving therein; a supplemental reservoir connected with the interior of the cylinder in front of the piston; a pipe from the air supply or reservoir similarly connected; a valve between the cylinder and said supplemental reservoir lifting only to permit air to pass from the cylinder to the said supplemental reservoir; a whistle; means for placing the whistle in communication with the said supplemental reservoir; means for placing the interior of the cylinder behind the piston in communication with the said supplemental reservoir; and means for cutting off the supply of air from the cylinder in front of the piston and permitting the air therein to exhaust, substantially as and for the purpose specified.

6. In air-brake apparatus an air supply or reservoirin combination with a substantiallyclosed brake-cylinder; apiston moving therein; a supplemental reservoir connected with the interior of the cylinder in front of the piston; a pipe from the air supply or reservoir similarly connected; a valve between the cylinder and the said supplemental reservoir lifting only to permit air to pass from the cylinder to the said supplemental reservoir; means for cutting off the supply of air to the cylinder in front of the piston and permitting the air to exhaust; and manually-controlled means for admitting air from the said supplemental reservoir to the interior of the cylin der behind the piston, substantially as and for the purpose specified.

7. In air-brake apparatus an air supply or reservoir in combination with a substantiallyclosed brake-cylinder; a pair of pistons moving therein; a pipe extending from the interior of the cylinder between the pistons to the air supply or reservoir; a three-Way valve located in said pipe whereby the space between the pistons may be put in communication with the air supply or reservoir or the exhaust; a supplemental reservoir connected with the interior of the cylinder between the pistons; a valve between the cylinder and the said supplemental reservoir lifting only to permit air to pass from the cylinder to the said supplemental reservoir; a pipe leading from the said supplemental reservoir to the interior of the cylinder behind the pistons and a valve in the said pipe, substantially as and for the purpose specified.

8. In air-brake apparatus an air supply or reservoir in combination with a substantiallyclosed brake-cylinder; a piston movingtherein; aspring tending to maintain the piston in its normal position; a pipe extending from the interior of the cylinder to the air supply or reservoir; an exhaust-pipe communicating with the interior of the cylinder behind the piston; and means for placing either the air supply or reservoir or the exhaust-pipe in communication with the interior of the cyl-' inder in front of the piston, substantially as and for the purpose specified.

9. In air-brake apparatus an air supply or reservoir,in combination with a substantiallyclosed brake-cylinder; a pair of pistons moving therein; a pipe extending from the interior of the cylinder between the pistons to the reservoir; an exhaust-pipe communicating with the interior of the cylinder behind the pistons; means for placing either the reservoir or the exhaust-pipe in communication with the interior of the cylinder between the pistons; and levers pivoted at one end to the said pistons and at the other to the connections to the brake-shoes; substantiallyas and for the purpose specified.

10. In air-brake apparatus an air supply or reservoir,in combination with a substantiallyclosed brake-cylinder; a piston moving therein; a pipe extending from the interior of the cylinder to the air supply or reservoir; an exhaust-pipe communicating with the interior of the cylinder behind the piston; and means for placing either the air supply or reservoir or the exhaust-pipe in communication with the interior of the cylinder in front of the piston, substantially as and for the purpose specified.

Pontiac, Michigan, May 5, 1900.

WILLIAM K. OMIOK.

WVitnesses as to signature of William K.

'Omick:

W. O. DUFFEE,

E. O. RUTHERFORD. Toronto, Canada, May 3, 1900.

G. PLUNKETT MAGANN. Witnesses as to signature of G. Plunkett Magann:

JOHN G. RIDOUT, A. J. COLBOURNE.