US665866A

US665866A - Car-brake.

Info

Publication number: US665866A
Application number: US992500A
Authority: US
Inventors: Dennis Beemer
Original assignee: OTTO ROSENBUSCH
Current assignee: OTTO ROSENBUSCH
Priority date: 1900-03-23
Filing date: 1900-03-23
Publication date: 1901-01-15
Anticipated expiration: 1918-01-15

Description

INVENToR D. BEEMEB.

CAB BRAKE.

(Application led In. 23, 1900.)

(No Ilodel.)

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NTTBD STATES PATENT OFFICE.

DENNIS BEEMER, OF DETROIT, MICHIGAN,` ASSIGNOR OF ONE-TENTH TO OTTO ROSENBUSOH, OF, SAME PLACE.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 665,866, dated January 15, 1901.

Application led March Z3, 1900 Serial No. 91925. (No model.)

To all whom, it may concern:

Beit known that I, DENNIS BEEMER,.-a citi- Zen of the United States, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Air-Brakes; andI do hereby declare the following to be a full, clear, and exact description of the invention, such as will en able others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in air-brakes for railway-cars; and it has for its object to provide a simple and effective brake operated by the motion of the vehicle and under the ready control of the brakeman or other attendant.

My invention consists in certain novel fea.- tures hereinafter described and claimed.

The invention will be understood by refer ence to the accompanying drawings, wherein the same parts are indicated by the same letters throughout the several views.

Figure l is a Vdiagrammatic View showing the arrangement of the different parts of the system of brakes and their operating devices and connections as applied to a railway-car. Fig. 2 is an enlarged vertical sectional view of the compressor, showing the connections between the piston therein and its operatingcrank with the axle of the vehicle by the rotation of which the parts are operated. Fig. 3 is a section taken on line 3 3 of Fig. 4 and looking in the direction of the arrow, part of the casing of the worm on the axle beingshown in elevation, however. Fig. 4 is a front elevation of the compressor. Fig. 5 is a vertical longitudinal sectional view of the automatic cut-off valve, which is located in the system between the compressor and the storage-tank and serves to limit the pressure within the said tank to a predetermined pressure. Fig. 6 is a vertical sectional View, very much enlarged, of one side of the air inlet and outlet valves used with the compressor for admitting air thereto and discharging it therefrom. Fig. 7 is a similar view, greatly enlarged, of the air cleansing or filtering device attached to the inlet-pipe, which admits air to the compressor. Fig. 8 is a similar View, also enlarged, of the controlling-valve by means of which the pressure is turned onto the brakecylinder or released. Fig. 9 is a sectional view taken on the line 9 9 in Fig. 8 looking in the direction of the arrow, and Fig. 10 is a similar view taken on the line l0 l0 in Fig. 8 and looking in the direction of the arrow.

Referring'to Fig. 7, A represents a hollow chamber having removable preferably screwthreaded upper and lower caps or closures a and a', respectively. A pipe A' enters the upper end of the vessel A and extends downwardly to the bottom thereof, where it is provided with a `coil A0, having perforations a0 therein. ing therefor in the cap a and does not necessarily extend beyond the outer wall of the said cap. Another pipe A2 enters the bottom of the vessel through the cap a', wherein it is secured, and extends nearly to the top of thel inside of the vessel A. This pipe A2 leads to the air-inlet passage in the compressorB, as will hereinafter be more fully described. The vessel A contains a quantity of liquid, preferably oil, (shown at a2.) The air entering through the pipe A passes up through this body of liquid a2 before it mayenter the pipe A2, through which it is drawn to the compressor, and is thereby deprived of dust.

01,3 represents a perforated diaphragm, which is preferably fixed to the pipe A within the vessel A above the body of liquid for the purpose of restricting its movement upward, and thereby preventing its entering the pipe A2.

The compressor B is shown in Figs. 2, 3, and 4. This comprises a casing composed of sections B and B2, which inclose the axle X, which forms the principal support therefor. Upon the axle is keyed a Worm X', and this worm meshes with a worm-gear B2, which is rigidly mounted upon the vertical rotary spindle or shaft B3, having thereon the crank BX, which crank rotates within the compressorcylinder B4. The shaft orspindle B3 is seated at its ends in adjustable cups b2 and (D-which form, with the tapered ends of the shaft, conebearings readily adjustable to take up wear.

The pipe A is secured in an open- The bearing-cups b2 and b3 are protected IOO formed in two sections, as shown, for the more ready application of the friction-collar bX upon the portion of the crank B4 subjected to friction and wear.`

Within the compressor cylinder B4 is mounted a piston having two heads B5 and B5, connected by means of a plate or diaphragm B7, as seen most clearly in Fig. 3. The connecting plate or diaphragm of B'I is provided with a transverse opening or slot B2, in which Works a crank BX on the shaft B3, the rotation of the latter causing the swinging of the crank about its axis and the constant oscil- -lation of the pistons and will be readily understood.

As hereinbefore stated, the worm X upon the axle X meshes with the worm-wheel B2, xed on the crank-shaft B3, and hence it will be readily understood that the rotation of the axle causes the rotation of the crank-shaft.

The space between the piston-heads B5 and B5 in the compressor-cylinder B4 is filled with oil, so as to render the parts self-lubricating.-

At the opposite ends of the compressor-cylinder are mounted valve-casings C C, with which communicate the opposite ends of the air-inlet passage b2 and also opposite ends of the air-discharge passage b9, as shown in dotted lines in Fig. 4. One of these valve-casings C and the set of valves inclosed therein are shown in Fig. 6. As seen in this figure, the casing has two chambers, the lower chamber O2 containing the air-inlet valve C', controlling the passage c to the interior of the cylinder B4, and also having a passage (indicated by dotted lines) leading from the airinlet passage bs, hereinbefore referred to, through which air enters the chamber C2 and is drawn past the valve C through the passage c into one end of the cylinder. The valve C is under control of a coil-spring c2, which acts to close the valve. The .upper chamber C2 of the valve-casing C contains the valve C4, which controls the passage c4, communicating with the interior of the cylinder,

and this chamber C2 has also a port or opening (indicated by dotted lines) which communicates with one end of the air-discharge passage b9. This valve is also under the control of a coil-spring c2, which causes the same to close against back pressure. The ends of the valve-casing C are fitted with screw-plugs C5 and C5,.which close said ends and in which are seated the stems of the respective valves, as shown, there being relief-passages c7 c8- in said plugs, as shown.

The air-inlet pipe A2 communicates with the air-inlet passage hs, and there is connected with the air-outlet passage b9 another pipe D. This pipe leads to the air-storage tank D0, (shown in Fig. 1,) which is suitably mounted preferably midway of the length of the car, as is common. Connected with the pipe D is a Vpipe E, which leads to the operating-valve E0, (shown in detail in Fig. 8,) hereinafter to be described.

The pipe D is provided with a pressureregulating device D. (Shown in detail in Fig. 5.) This pressure-regulating device is intended to limit the pressure of air within the storage-.tank D0 and the pipe D to a predetermined pressure and to allow of the escape of air from the compressor ywhen this pressure exceeds the limit. This pressureregulating device consists as follows: Referring to Fig. 5, D2 represents the valve past which the air is forced through the pipe D from the compressor, said valve being controlled by means of a coil-spring d2, which tends to seat the same against back pressure. Upon the compressor side of the valve D2 the pipe D is fitted' with the valve D2, which is under the control of a spring d3, tending to seatthe valve against the passage of air from the compressor. The valve D2 has an extension D4 upon its stem and to which is connected one armof a lever D6, pivoted to a fixed portion of the valve-casing D"I or any other convenient portion of the device. The other arm of the pivoted lever D6 is pivotally connected to the stem D8 of a piston D9, mounted in the cylinder DX, which cylinder opens at one end into the pipe D upon the opposite side of the check-valve D2 from that on which the valve Ds is located. The valvecasing D5 is provided with an opening d5 for the escape of the air, as hereinafter described, and the shell d6 surrounds the various valve-casings for protecting the same from dust and moisture, and the shell is provided with an opening d'7 for the outlet of air escaping from the passage d5 in the valvecasing D5. By reason of this pressure-regulating device air from the compressor may pass through the pipe D by the valve D2 into the storage-tank D0 until the pressure in the said tank and said pipeD becomes sufficiently great to move the piston D9 outwardly in the cylinder DX against the action of the spring d5 in the valve-chamber D5, which IOO IIO

movement of the said piston D9 displaces the valve D3 from its seat and allows the air from the compressor to escape by way of the passages d8 and d5 in the valve-chamber D5 and thence out through the escape-opening C17 in the shell d, as will be readily understood. In this Way the pressure in the storage-tankmay be maintained uniformly as long as the compressor is working and yet will not become sufficiently great to cause any injury.-

The pipe E enters the lower portion of the casing of the controlling-valve E0, as seen in Fig. 8. This valve E0 is formed with three chambers E2, E2, and E4, respectively, and these three chambers are separated by two diaphragms E5 and E5. The said three cham- Within the valve-chamber E2 is mounted a disk E9, through which passes centrally the valve-stem E7, the whole being` preferably provided with a squared portion upon which the said disk fits. A coilspring e within the valve-chamber E2 serves to hold the valve firmly upward against the diaphragm E5, to the contour of which the disk E9 corresponds and against which it lits closely. The disk E9 is provided with a port es, which is preferably in the form of a curved and tapered slot, as shown in dotted lines in Fig. 9, so that when the disk E9 is turned the compressed air is admitted graduallyT to the port e5 in the diaphragm E-and is also shutoff gradually as the said disk is turned in the re verse direction.

Within the valve-chamber E3 is mounted a disk EX similarly to the disk E9 in the valvechamber E2 and held closely upon the under side of the vdiaphragm E6 by means of the coilspring e0. This disk E is provided with a port eX, arranged to be turned into communication with the port e6 inthe diaphragm E6. Communicating with the port e3 in the valvechamber E3 is a pipe F, which leads to the brake-cylinder H, (shown in Eig. 1,) through which the compressed air is admitted for operating the brake-levers. By turning the handle E8 the port e8 in the lower disk E9 may be caused to register with the port e5 in the diaphragm E5,allowing the passage of air into the chamber E3, from which by way of the port e3 air passes to the supply-pipe F and thence to the brake-cylinder H. This manipulation of the valve turns on the air to the cylinder Il and applies the brake. In releasing the brakes the handle E8 is turned in the reverse direction until the port eX in the upper disk E registers with the port e6 in the upper diaphragm EG, at the same time closing the ports e5 and e6. This allows the air to escape from the brake-cylinder backward through the pipe F into the chamber E3 and by way ofthe ports 6X and e@ to the relief# chamber EX and thence by way of the port e4 to the open air.

The pipe E is preferably fitted near the controlling-valve Eo with a pressure-indicator I (shown in diagram in Fig. l) in order to indicate to the attendant the amount of pressure and to show whether or not the compressor is working properly.

The brake-cylinder H is fitted with opposite pistons having rods 7L h working through opposite ends of said cylinder, as seen in Fig. 1, to the ends of which rods are connected a pair of levers K K, through which the system of brakes is operated. These levers K K are pivotally connected by means of a rod K', which constitutes a common fulcrum for the said levers, and to the ends of said levers are connected rods or chains h h', leading in opposite directions and connected to cross-arms h2 and h3, respectively.

and h3 may be connected to any preferred system of rods or chains and levers for oper- These cross-arms h2" ating the brake-bars, and the system herein shown in Fig. l is merely an example. In Fig. l one end of the cross-arms h2 and h3 is shown as having rodand-chain connections h4 and h5 with a hand-operated device, (shown diagram matically at h6 and k7.) The opposite ends of the said cross-arms h2 and h3 are shown as connected, by means of rods 71.8 and h, respectively, to levers M and M', fulcrumed at m m' to the brake-beams N Nl at opposite ends of the car, and the said levers lll and M are shown as connected, by means of the rods M2 and M3, to the brake-beams N2 and N3 on opposite sides of the two cartrucks.

I do not wish to be understood as limiting myself to the precise arrangement of brakelevers and connections herein shown and described, as these may be varied at will without departing from the spirit of my invention,which relates,primarily, to the apparatus for compressing and controlling the air-supply used in operating this brake system.

, It will be obvious that many modiications might be made in the devices herein shown and described which may be used Without departing from the spiritof my invention.

Having thus described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

1. In 'an air-brake system for vehicles, the combination with a gear fixed to rotate with the wheels of the vehicle; a casing and supports therefor; a compressorcylinder provided with valve-controlled inlet and outlet ports, located in said casing; and a piston in said cylinder; of a crank shaft journaled Within said casing and passing diametrically through said cylinder and having its crank engaging said piston; adjustable conebearing cups for the ends of said crank-shafts secured in the said casing; and a gear fixed on said crank-shaft meshing with the gear on the vehicle, substantially as described.

2. In an air-brake system for vehicles, the combination with a gear fixed to rotate with the wheels ot' the vehicle; a casing and supports therefor; a compressor-cylinder provided with valve-controlled inlet and outlet ports, located in said casing; and a piston in said cylinder; of a crank shaft journaled within said casing and passing diametrically through said cylinder and having its crank engaging said piston; adjustable conebearing cups for the ends of said crank-shafts secured in the said casing; a detachable col- Ioo lar engaging said bearing-cups for securing the same when adjusted; and a gear fixed on said crank-shaft meshing with the gear on the vehicle, substantially as described.

3. In a pressure-controllng Valve for airbrake systems, the combination with a casing comprising a series ofchambers'or compartments separated by diaphragms provided with ports, and each of said chambers having a distinct ontwardly-communicating port; of a spindle passing axially through said chambers; a handle for turning said spindle; disks mounted on said spindle to rotate therewith in contact with said diaphragms, respectively, and said disks having openings arranged to register with the openings in the respective diaphragms at different points in the rotation of said disks, substantially as described.

4. In a pressure-controlling valve for airbrake systems, the combination with a casing comprising a series of chambers or compartments; concave-convex diaphragms separating the two extreme compartments from the intermediate compartment each of said diaphragms being provided with an opening therethrough, and each of said chambers havingadistinct outwardly-comin unicating port; of a spindle passing axially through said diaphragms; a handle for turning said spindle; concavo-convex disks conforming to the convexity of the respective diaphragms, mounted upon said spindle to rotate therewith, in contact with said diaphragms, respectively, said disks having openings arranged to register with the openings in the respective diaphragms at different points in the rotation of said disks; and springs acting to press the said disks against the said diaphragms, substantially as described.

5. In an air-brake system for vehicles, the.

combination with a gear fixed torotate with the wheels of the vehicle; a casing mounted upon the axle and acompressor-cylinder provided with valve-controlled inlet and outlet ports, located in said casing; and a piston in said cylinder; of a crank-shaft journaled Within said casing and passing diametiically through said cylinder and having its crank engaging said piston; adjustable cone-bearing cups for the ends of said crank-shafts secured in the said casing; and a gear fixed on said crank-shaft meshing with the gear on the vehicle, substantially as described.

6. In an air-brake system for vehicles, the combination with a gear xed to rotate with the wheels of the vehicle; a casing mounted upon the axle and a compressor-cylinder provided with valve-controlled inlet and outlet ports, located in said casing; and a'pis'ton in said cylinder; of a crank-shaft journaled within said casing and passing diametrically through said cylinder and having its crank engaging said piston; adjustable cone-bearing cups` for the ends of said crank-shafts secured in the said casing; a detachable' collar engaging said bearing-cups for securing the same when adj usted; and a gear fixed on said crank-shaft meshing with the gear on the vehicle, substantially as described.

7. In a pressure-controlling valve for airbrake systems, the combination with a casing comprising three chambers or compartments separated by diaphragme provided with ports, and each of said chambers having a distinct outwardly-communicating porti; of a spindle passing axially through said chambers; a handle for turning said spindle; disks mounted on said spindle to rotate therewith in contact with said diaphragme, respectively,

and said disks having openings arranged to register with the openings in the respective diaphragms at different points in the rotation of said disks, substantially as described.

8. In a pressure-controlling valve for airbrake systems, the combination with a casing comprising three chambers or compartments concavo-convex diaphragms separating the two extreme compartments from the intermediate compartment each of said diaphragms being provided with an opening therethrough, and each of said chambers having a distinct outwardly-communicating port; of a spindle passing axially through said diaphragme; a handle for turning said spindle; concavo-convex disks conforming to the convexity of the respective diaphragms, mounted upon said spindle to rotate therewith, in contact with said diaphragme, respectively, said disks having openings arranged to register with the openings in the respective diaphragms at different points in the rotation of said disks; and springs acting to press the said disks against the said diaphragms, substantially as described.

9. In an air-brake system for vehicles, the combination with a check-valve located in the pressure-pipe; of a chamber containing a piston, located on one side of the said checkvalve; a spring-controlled valve located in the pressure-pipe upon the opposite side of the check-valve and opening against the pressure in said pipe; a lever-arm having a stationary fulcrum pivotally connected at one end to said piston, and at its opposite end to the said spring-controlled valve, the area of the said piston being greater than that of the valve and said piston being adapted-to unseat said valve when the pressure thereon exceeds the pressure of the spring on the valve, substantially as described.

10. In an air-brake system for vehicles, the combination with a check-valve located in the pressure-pipe; of a chamber containing a piston, located on one side of the said checkvalve; a spring-controlled valve located in the pressure-pipe upon the opposite side of the check-valve and opening against the pressure -in said pipe; a lever-arm having a stationary fulcrum pivotally connected at one end to said piston, and at its opposite end to the said spring-controlled valve, the area of the said piston being greater than that of the valve and said piston being adapted to unseat said valve when the pressure thereon exceeds the pressure vof the spring on the valve, a casing provided With an opening, inclosing the stem of said valve; and a removable shell or casing inclosing the said pistonchamber, valve-casing and lever-arm, substantially as described.

11. In an air-brake system for vehicles, the combination of an air-compression cylinder; piston-heads therein; a crank-shaft passing therethrough and engaging the piston; a gear on the said crank-shaft; a worm on the axle of the vehicle meshing with said gear on the IOO IIO

crankshaft driving the latter; an air-inlet pipe en tering the said compression-cylinder, an air-outlet; pipe also connected with the said compression-cylinder; and Valves controlling the admission and discharge of air through said pipes to and from the compressor; of an l air-filtering device connected with the inletpipe; an accumulator-tank connected with lhe outlet-pipe, a pressure-controlled valve 1o in said outlet-pipe; a brake-cylinder; a pipe leading from said tank and a. pipe leading