US693452A - Automatic release for brake-cylinders. - Google Patents

Description

No. 693,452. Pat'ented'FebQ l8, I902.

. a. B. S'EWELL.

AUTCHVHXTIC-RELEASE F0R BRAKE CYLINDERS.

(Applicutiox; filed Apr. 13, 1901.)

(No Model.)

, 9 WITNESSES.

TH: NORRIS Pains C0. PHOTQ-LITHD, WASHINGTON. n. o.

UNITED STATES,

PA ENT OFFICE-.'.

GEORGE B. SEWELL, OF DETROIT, MICHIGAN.

AUTOMATIC RE'LEASEIF'OR BRAKE-CYLINDERS.

SPECIFICATION forming part of Letters Patent No. 693,452, dated February'IS, 1902. 1

Application filed A n 13.1901.

To a whom it may concern- Be it known that I, GEORGE l3. SEWELL, a

citizen of the United States, residing at Detroit, in the county of Wayne and State of Michigan, have invented a new and useful Improvement in Automatic Releases for Brake- Oylinders; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the figures of reference marked thereon, which form a part of this specification.

This invention relates to an automatic release-valve for brake-cylinders especially designed for use in connection with air-brake systems and it consists in the construction and arrangement of partshereinafter fully set forth, and pointed out particnlarlyin the claims. 7 1

The object of the invention is to provide a release-valve inconnection with the brake cylinder adapted to be automatically operated upon the discharge of the air from the train-pipe or a diminution of pressure therein to permit an escapeof air from the brakecylinder and effect a release of the brakes.

The above object is attained by the mechanism illustrated in the accompanying drawings, in whichi Figure 1 is a view in elevation of an auxil iary reservoir and a brake-cylinder having my improved release-valve connected therewith and also connected with the train-pipe through which the auxiliary reservoir is charged. Fig. 2 is an enlarged longitudinal section through the plug containing the release-valve and a'nnion-coupling connecting said plug with a pipe which leads to the trainpipe. Fig. 3 is a plan view of Fig. 1, parts appearing in section to show construction and arrangement thereof. Fig. 4 is a plan view of the valve proper, showing concavities in its outer face.

Inthe ordinary use of the air-brake system compressed air from the main reservoir (not shown) is conveyed to the auxiliary reservoirs of the several carsof the train through the train-pipe from the auxiliary reservoirs to the several brake-cylinders by way of the Serial No. 55,619. (No model.)

here explained, but whose function is such that a diminution of'pressure in the train-pipe will actuate-said triple valve to allow the air contained in the auxiliary reservoir to 'pass into the brake-cylinder and actuate the piston thereof to operate the brakes. in a manyards, and the-act of disconnecting the en-.

gine results in a setting of the brakes through triple valve, whose operations need not be the escapeof the air from the train-pipe or a diminution of pressure therein. When the brakes are so set, it is impossible to do any switching with the train until all the brakes have been released, which operation on long freight-trains requires some time, as it is necessary to operate each of the release-valves connected with the brake-cylinders by hand and hold them in release position until all the air has escaped. This manual operation of the release-valves is overcome by the use of my invention, for in its application the air is automatically released from the brakecylinders upon the escapeof the air from the train-pipe.

Referring to the characters of reference, 1 designates the auxiliary reservoir, to which is connected the brake-cylinder 2, having therein the piston 3, adapted to be connected with the brake mechanism (not shown) in' a .outer end of the plug 9 is a valve-chamber 12,

in which is located an annular valve 13, having a compressible face 14 and adapted to seat upon the margin of the opening 11, as at 15. The valve 13 nearly fills the diameter of the valve-chamber, allowing only sufficieut space between its sides and the wall of said chamber for the passage of the air.

The outer end of the plug 9 is threaded at 16 and is connected to a pipe 17 by means of a union-coupling 18. The washer or gasket 19, employed to make a tight joint between the end of the pipe 17 and the end of the plug 9, stands adjacent to the outer end or face of the valve 13. For this reason the outer face of the valve is provided with concavities 20, extending radially through its perimeter to prevent the valve from being forced outward against the gasket 19 and seating thereon, so as to prevent the escape of air into the pipe 17. The opposite end of pipe 17 is connectedinto the train-pipe etat or adjacent to the connection of said pipe with the triple valve, as shown at 21 in Figs. 1 and 3, so that the pressure carried in pipe 17 corresponds at all times with that carried in the train-pipe, whereby the valve 13 under ordinary conditions is held on its seat and an escape of air from the brake-cylinder is prevented. When, however, the engine is disconnected from the train and the air allowed to escape from the train-pipe, the excess of pressure in the brake-cylinder will unseat valve 13 and allow the air in the cylinder to escape through the minute aperture 10 in the plug 9, whereby the brake becomes automatically released. The opening 10 through the plug 9 is so small that in the ordinary operation of the brakes the setting and releasing of the brakes is not interfered with; but when the engine is detached from the train and the air exhausted from the trainpipe the brakes which have been automatically set will become automatically releasedin a short space of time, so as to allow of the switching of the train without the necessity of manually releasing each of the brake-cylinders.

Having thus fully set forth myinvention,

what I claim as new, and desire to secure by Letters Patent, is

1. In an automatic release-valve,for brakecylinders, the combination with the brakecylinder, of the train-pipe communicating with said cylinder having an air-valve therein which controls the passage of air to said cylinder, means connected with the train-pipe and the brake-cylinder independently of said controlling-valve operated automatically by a diminution of pressure in the train-pipe to release the air from the brake-cylinder.

2. In an automatic release-valve for brakecylinders, the combination of a brake-cylinder, an auxiliary reservoir connected thereto, a train-pipe to supply air under pressure to said auxiliary reservoir, an air-valve controlling the passage of air from the train-pipe to said reservoir, means connected with the train-pipe and with said cylinder independently of said air-controlling valve, said means being automatically actuated by a discharge of air from the train-pipe to allow of a gradual escape of air from the brake-cylinder an d etfect a release of the brakes.

3. In an automatic release for brake-cylinders, the combination of a brake-cylinder, a train-pipe-for supplying air to said cylinder, a valve controlling the passage of air to the cylinder from the train-pipe, an auxiliary pipe connecting the brake-cylinder and trainpipe, a valve located at the cylinder end of said auxiliary pipe, the chamber of said valve communicating at one end with said auxiliary pipe through an opening of relatively large area and at the other end communicating with the cylinder through an opening of greatly restrictive area.

In testimony whereof I sign this specification in the presence of two witnesses.

GEORGE B. SEWELL.

WVitnesses:

BAYARD T. BROWN, G. S. WHEELER.

Images