US684735A - Air-brake system. - Google Patents

Description

No. 684,735. Patented Oct. I5, l90l. P. WHITING.

AIR BRAKE SYSTEM.

(Application Bled Aug. 28, 1900.)

3 Sheets-Sheet (No Model.)

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. P WHITING AIB BRAKE SYSTEM.

(Application led Aug. 28, 1900.) (No Model.) 3 Sheets-Sheet 2.

liga/aow: Y Y mm* No. 684,735. Patented Oct. l5, 190|. P. WHITING.

AIR BRAKE SYSTEM.

(Application led Aug. 28, 1900.) 4 (No Model.) 3 Sheets-Sheet 3.

UNITED STATES PATENT QEETCE,

PAUL lVl'IITING, OF EAST LASVEGAS, TERRlTORY OF NEV MEXCO.

AIR-BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 684,735, dated October 15, 1901. Application iiled August 28, 1900. Serial No. 28,311. (No model.)

To @ZZ whom it may concern,.-

Be it known that I, PAUL WHITING, a citizen of the United States, residing at East Lasvegas, in the county of San Miguel and Territory of New Mexico, have invented new and useful Improvements in Air-Brake Systems, of which the following` is a specification.

My invention relates to air-brake systems; and one object of the saine is to provide reliable means for indicating and regulating the brake pressure, said means being located within the cab of the engine and under direct control of the engineer.

Another object of my invention is to provide a straight air-brake system which will be simple in construction and operation and which will permit the engineer to increase or reduce the pressure at all times, to prevent the necessity of clubbing the brakes, or to increase or diminish the pressure to control the speed.

These objects are attained by means of the construction illustrated inthe accompanying drawings, in which-- Figure 1 is a diagrammatic view illustrating the general plan of my system. Fig. 2 is a vertical sectional view taken centrally through the twoway cock. Fig. 3 is an end elevation of my engineers valve. Fig. 4 is a development of the lower half of the inner cylinder of the engineers valve. Fig. 5 is a development of the lower halt` of the outer cylinder of said valve. Fig. 5a is a transverse section of the cylinder-valve through one series of ports. Fig. 5b is a transverse section of the cylinder-valve through the other series of ports. Fig. 6 is a side elevation of the hose-coupling. Fig. 7 is a longitudinal section of one member of said coupling. Fig. 8 isavertical section of the whistle-valve. Fig. 9 is a vertical section of the reducing-valve. Fig. 10 is a perspective view of the ferrule in combination with a section ofthe sleeve. Fig. 10 is a detail section of the catch,

Like characters of reference designate like parts wherever they occur in the different views.

Several of the devices included in this system are not claimed specifically, but are covered by the following patents or applications for patents: allowed application for patent, tiled September 12, 1900, Serial No. 29,799; al=

valve, 6 is the l1ose-coupling, and 7 is the twoway cock.

The cylinder-valve consists of an inner cylinder S, inclosed within a two-part cylinder or housing 9. The outer surface of the inner cylinder and the inner surface of the outer cylinder are ground to form a tight joint. The inner cylinder has a stub-shaft 10, projecting through the end of the outer cylinder, and an operating-handle 11 is secured to the end of said stubshaft. Stop-lugs 12 are formed near the end of the outer cylinder to engage the spring-bolt 13 of the handle 11. There are five stop-lugs illustrated and each lug represents a different position of the valve. The inner cylinder is hollow and is provided with seven ports (designated 1 to 7, inclusive) and the outer cylinder has three ports, (designated S to 10', inclusive.) These ports are of two different sizes and are brought into register by the handle, and the live positions of this handle correspond to rapid exhaust, slower exhaust, cut-olf, small supply, and large supply.

Vhen the valve is set in the first position, the ports 5 and 9 and 4 8 will register and the brake cylinder will exhaust rapidly. Vfhen set in the second position, the ports 4 9 and 3 S will register, giving a slow exhaust. Vlhen set in the third position, all ports will be blanked, giving a cut-off. fhen set in the fourth position, the ports 7 10' and 2 9 will register, thus giving a small supply to brakecylinder. When set in the i'ifth position, the ports 6 10 and 1' 9 Will register, giving a larger supply.

The reducingvalve 2 is connected to the valve 1 by the pipe 1S, and consists of a cy lindrical casing 19, with an apertured valve 20 seated in the head of said casing and communicating with said pipe 18. A piston 2l tits snugly within the casing and is provided with a longitudinally-apertured stein 22. Secured into the lower end of the aperture 23 is a conical valve-seat 24, which tits the valve 20. The stem 22 is encircled by aspring 25,

IOO

held in place by anadjusting-nut 26. This stem isannularly grooved at 27, and passages 28 establish communication between said groove and thelongitudinal aperture The upper portion of the casing 19 is reduced in size and surrounds the stem 22, and two small slots 29a are formed in this casing just opposite the position of the groove 27 when the piston is raised against the stress of the spring 25. A collar 23t surrounds the casing 19, and seated on said collar and fitted snugly to the casing is a ferrule 29, triangularly apertured at 30. A threaded sleeve 3l is screwed onto the upper end of the casing and extends down to near the top of the ferrule. Two catches 32 are seated in the lower rim of said sleeve and engage a series ot teeth 32, formed in the top of said ferrule. These teeth are rounded, so that the catches will ride over them in either direction, and are provided to make the movement of the ferrule more positive. The top of the sleeve 3l is capped by a nut 33, which is high enough to obviate the danger of being struck by the stem when thc valve is suddenly unseated. The tension of the spring 25 is adjusted to a previously-determined pressure. When the pressure in the pipe exceeds the tension of the spring, the valve will be unseated and air will escape by way of the groove l27, passages 2S, triangular aperture 30, and slots 29, The rate of egress of the air may be regulated by the ferrule 29.

'l-he whistle-valve 4 consists of an outer casing 34e, a piston 35, having a hollow stem 3G, surrounded by a spring 37, a valve-seat 38, and a head 39, provided withpassages 40. A whistle 4l is secured at the top of the casing 34, and a nut 42 regulates the tension of the spring 37. ln operation the spring 37 is adjusted to be of slightly less tension than the spring in the reducing-valve to give an alarm before the action of the reducing-Valve.

` The pressure-gage 3 may be of the usual construction and may be connected to pipe 14E between the cylinder-valve l and the reducing-valve 2.

The hose-coupling 6 consists of two interlocking members on Gb, each member having a spring-seated valve 6 therein. This Valve is provided with an enlarged head 6d, seated by the stress of spring G.e on the valve-seat Gf, as shown in Fig. 7. The valve-stem Gg extends upward from the head 6d into a cap-nut 6 and downward from said head through the wall of the coupling member 6b, and nea-r its end it is provided with a packing-ring 6i. A rubber gasket 6J is seated in a socket in the coupling. A flange 6k extends outward under the valve-stem 6g and is provided with ridges 61 and a vertical Wall Gm. Between the ridges 61 and the wall 6 a curved guidewayp.n is formed. A wedgeshaped tongue 6, transversely curved and extending across the member 6b, is adapted to tit under the end ofy the valve-stem 6g to hold the valve open When the two sections are coupled together.

y the cylinder valve l.

It will be understood that the members 6a and Gb-are identical in structure and that when coupled together the tongues 60 hold the valves openagainst the stress of springs (ic and that the two members of the coupling are disposed at an angle to each other. When the cars separate and Jthe coupling is pulled out straight, the members 6 (3b uncouple and close their valve automatically by means of the springs 6C. When the members are coupled, the ridges GI interlock and hold the members together, and communication is established through said members by way of passage 6p and through the aperture in the gasket 6l. -When the members are coupled, the valves are opened and communication is established through the coupling. Should the cars be separated, the coupling would straighten out and uncouple automatically and the valves would be forced to their seats by the springs in each member of the coupling.

The two-way cock 7 consists of a T-coupling having a ballvalve seated in a recess at the junction of the three stems of the T', the ball being provided with a central bore 15. A handle 17 is connected to the valve for turning it into different positions. This cock is located at the junction of a pipe leading from the triple-valve exhaust and the supplypipe. This cock is set to cut off the exhaust, and thus prevents the brakes from being released wh'en the engineers Valve of the Westinghouse system is turned to releasing position.

My system may be used in combination with the usual Westinghouse automatic brake system, as shown, u being the main reservoir; Z9, the engineer-s valve; c, the triple valve; d, the auxiliary reservoir; t, the brake-cylindcr; f, the eqnalizing-reservoir, and g the pressure-gage. The brake-cylinder and auxiliary d are connected to the triple cby pipes h and t, respectively, in the usual manner. The triple c is also connected to a rst trainlinej by a pipe 7c. The engineers valve Z9 is at the termination of the train-linej, which is i connected to the main reservoir a by a pipe Z. i It is also connected to the gage g and equalizing-reservoir fby pipes m and u, respectively.

The mechanism peculiar to my system is all connected to a second or auxiliary train-line A, which terminates at' and is connected' to The gage 3, safetyvalve 2, and whistle 4 are connected tothe line A by branch pipes joined thereto at points above the main reservoir c, which is Valso connected to the line A by a pipe B, normally closed by a ValVe'D. Branches C on each car (only one is shown) connect the brake-cylinder t with the line A. The line A is connected to the cylinder-valve l by a coupling which communicates with theport 9. A pipe E establishes communication between the two train-lines and is joined to the pipe l at a point just below the engineers valve and to the cylinder-valve 1 by a connection IOO which communicates with the port l0'. port S opens into the air.

Given the above connections, the path of the air When the handle ll on the cylindervalves is set in its different positions can now be traced. First position: from brake-cylinder t' to line A, lthrough ports 9, and 5 and ports 4' and S, to open air; slow exhaust. Second position: from brake-cylinder tto line A, through ports 9' and et and ports 3' and 8', to open air; rapid exhaust. Third position: all ports blanked; out off. Fourth position: from main reservoir@ to pipe E, through ports l0' and 7' and ports 2 and 9', to line A and through pipe C to brake-cylinder@ small supply. Fifth position main reservoir a', pipe F., ports lO' and 6', ports l and 9', line A, and pipe C, to brake-cylinder t; large supply.

The operation of a system thus equipped is as follows: Under normal conditions the air-pressure in the train-line and the auxiliary reservoir Will be equal, the handle ll of valve 1 being in position to exhaust the brakecylinder. Consequently if any triple valve is defective in the train the brakes will be nevertheless released. The handle ll may be placed in the second position, corresponding to a slower exhaust. This Will usually be the ease when the train is running fast. When brakes are to be applied, the handle 1l is thrown over to the central stop or lug, blanking all the ports. The brakes may now be set by the lVestinghouse system by making a slight reduction of pressure in the trainline by use of the valve ZJ. The handle ll can now be thrown over to the third position and the brakes held While the en gineens valve Z) is set at released position and the auxiliary reservoir pumped up. lf the brakes are nowr set too hard, the handle ll may be turned over to a partial release in second position and back to the third position and a portion of the air thus released from the brake-cylinder. The decrease in pressure will be indicated on the gage 3. It will be noted that the brakes will remain set after the valve h has been set at release position if the handle ll is set in the third position, blanking all ports, because the cock 7 is set to cut off the exhaust of the brake-cylinder. The brakes can only be released by setting the handle ll at either the first or second position. If it is desired, as in cases of emergency or When the pressure in the auxiliary reservoirs is very low or when 011e of the triple valves is defective, straight air may be used by setting the handle ll at either the fourth or fifth position. As hereinbefore stated, the fourth position Will apply the brakes gradually and the fifth position more rapidly, owing to the larger size of the ports. The reducing-valve 2 Will be set to blow off at a certain predeterminedpressure and Will thereby prevent the air-pressure from exceeding a certain amount. This will prevent the use of excessive pressure, causing the flattening of Wheels. The Whistle-valve s is setto respond The to a pressure slightly less than that of the reducng-valve and the engineer is warned of the rise of pressure by the sound of the whistle. Should the train part, the coupling 6 would straighten out and uucouple and the valves in the coupling members would be forced by their springs to their seats and prevent the loss of air. Should the train part when the brakes are set, in case the rear end of the train is not brought to an immediate stop by the action of the brakes the engineer may quickly release the brakes on the forward end by the use of handle 1l, and thus keep it Well ahead of the rear end until danger of collision is past. When the rear end has come to a stop, the frontend may be backed up and coupled and the brakes immediately released by the use of handle 1l without Waiting to pump off the brakes or bleed the cars.

From the foregoing description the follow-1 ing advantages may be gleaned, and briefly summarized they are as follows: It is impossible for brakes to stick with the handle 1l set in releasing position. The auxiliary reservoirs may be refilled While the brakes remain set. The pressure in the brake-cylinders can be reduced Without releasing any part of the air from`the main line or auxiliary reservoir. 'lhe danger of attening the Wheels can be greatly reduced, if not entirely obviated. If the train parts, all brakes can be released on the forward section until the rear section stops. In coupling up after the break all brakes may be released without Waiting to pump them off. W'aste of air may be reduced to the minimum by setting the cylinder-valve at the released position as soon as the brakes have been applied. The engineer can see brakecylinder pressure at all times. Brakes can always Abe applied, even when the triple valves are defective.

Having thus fully described my invention, what I claim isl. In an air-brake system, the combination, substantially as described, of a rst train-line, a main reservoir, a triple valve, an auxiliary reservoir, and a brake-cylinder, all four connected to said rst train-line, a second or auxiliary train-line connected to said brake-cylinder, a cylinder-valve connected to both said first and second train-lines, a pipe connecting the exhaust of said triple to said second trainline, and a two-Way cock located at the junction of said pipe and said second train-line.

2. In an air-brake system, the combination, substant-ially as described, of a first train-line, a triple valve, a main reservoir, an auxiliary reservoir, a brake-cylinder, and an engineers valve, all five connected to'communicate With said iirst trainaline, a second train-line connected to said brake-cylinder, a cylindervalve connected to both said first and second pipe-lines, a pipe connecting the exhaust of said triple to said second train-line,| and a valve located at the junction of said pipe and said second train-line.

3. ln an air-brake system, the combination',

of a first train-line, a main reservoir, a triple Valve, an auxiliary reservoir, and a brake-cylinder, all four connected to said first trainline, a second train-line connected to said 5 brake-cylinder, a reducing-valve, a whistle, a

gage all three located in the cab and connected to said second trai n-line, an engneers Valve located in the cab and. connected to said lirst train-line, and a cylinder-Valve located in the cab and connected to both said first and 1o second train-lines.

In testimony whereof I have hereunto set my hand in presence of two subscribing witmesses.

PAUL WHITING. Witnesses:

CHAs. F. MILLER, W. B. BUNKER.

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