US702124A - Fluid-pressure brake apparatus. - Google Patents

Description

Patented lune ID, I902. N. J. BENTON.

FLUID PRESSURE BRAKE APPARATUS.

(Application filed may 8, 1901.)

w 2 sheets sheet I.

Patented June 10, 902.

A uca tionfiled May 8, 1901.1

2 Sheets-Sheet 2,

(N0 ModeL) in charge of the locomotive whereby he'may at will; increase or I UNITED STATES PAT NT OFFICE.

NATHAN J; BENTON, on NEW DECATUR, ALABAMA, ASSIGNOR or oun- HALF TO WILLIAM F. THOMAS, OF BIRMINGHAM, ALABAMA.

srncrrronrrou BRAKE APPARATUS.-

forming'part of Letters 2atent No. 702,124, dated June In, 1902.

Application filed May 8,1901, Serial ll'o. 59,306- (No model.)

ivhom it may concern: I

Be it t citizen of the United States, residing at New to and it consists in and combination of devices hereinafter fully brake apparatus,

present practice is allowed to atmosphere from the main train-pipe exhaust- 'port of the engineers brake-valve.

, Inthe accompanying drawings,

Decatur, in the county of Morgan and State of Alabama, have invented anew and useful Fluid-Pressure Brake Apparatuspf which the following is a specification.

My invention is an improved fluid-pressure and relates articularly to an air-retaining valve 'and its connections; the peculiar construction set forth and claimed. I,

The object of my invention is to provide improved devices operated by the engineer decrease the pressure in throughout the train, re-

' -charge the train when the brakes are set, and-utilize the air which according to the escape to the Figure l is a diagrammatic elevation of a fluid-pressure brake apparatus embodying my improvements. Figs.

' "views of a three-way cock which is used in the connection between-the engineers brakevalve and the air-retaining valve. Fig. 5 is an elevation, partly in section, of a fluidpressurebrake apparatus embodyingmy improvements. I

The engineers brake-valve A, which is of the usual construction, is connected to the main air-reservoir B bythe' pipe G. The triple valve is of the usual construction and operates in the casing D. E represents the auxiliary reservoir, and F represents the usual brakecylinderconnected thereto throug h the triple valve by the pipe G. The

. out the train,

, Y vide a retaiuiug-valve,

.brake-pipe'conneetions connect the triple-valve casing with the engIneersbrake-valve in the usual manner.

In theembodiment of my invention I prowhich .I will now describe. I

A cylindrical valve-casing 1 is connected at one end directly to the casing of the triple valve by a coupling 2, which is provided with 2; 3, and 4 are detail sectional H, -which run throughthe brake-valve exhaust-port 3, thatdischarges into the outer air. In the cylinder or casing 1 operates a piston 4, which carries a. valve 5, that operates in the coupling 2 and is adapted to open and close the exhaust port 3. The said exhaust-port is of suitable size to enable the brake apparatus to operate rapidly In practice the said exhaust-port is about three-eighths of an inch in diameter instead of one-fourth. oi an inch in diameter, as has been heretofore the practice. The piston 4 is suitably packed in the cylindrical casing 1, and a spring 6 is disposed on the -piston-rod,.which operates the valve 5 and bears downward on the piston and normally moves the latter to the position shown in Fig. 5, thereby causing the valve 5 to open the exhaust-port 3. The said parts 12 3 4 5. 6 constitute my improved retaining-valve. A

between the cars, leads from the outer end of the cylinder 1 of the'retaining-valve to the main train-pipe exhaust-port a of the engineers valve A. In the said train-pipe I near the engineers brake-valve and within convenient reach of the engineer is a three-way cock 7, the stem 8 of which is provided with a transverse channel 9 and the casing of which is provided with an exhaust-port 10. This three-way cock is shown in its various positions in Figs. 2, 3, and 4. The retainingvalve train-pipe I is connected at a point near 'the three-Way cock 7 t0 the main reservoirpipe 0 by acoupling 11, which includes a suitable reducing-valve 12 and a valve or cook 12, the latter enabling the connection between I the main reservoir and the'train-pipe I to be established or out off at will.

I The operation of my invention isfas follows: When the brakes are applied, the exjhaust passes from the train-line H through the main train-pipe exhaust-port a of the engineers valve into the train-pipe I (the threeway cock 7 being open, as shown in Fig. 2) to the retaining-valve and causes the latter against the tension of the spring 6 to close the brakes set until the three-way cock 7 is reversed, as shown In Fig. 3, and the air in train-pipel, including the usual couplings the triple-valve exhaust-port 3, thus retaining ing-valve, when the spring 6 returns the same to its initial position and opens the triplevalve exhaust-port 3 and releases the brakes. In the event that the exhaust from the train pipe line H is insuffieient to operate the retaining-valve the valve 12 is opened to establish communication between the main airreservoir and the train-pipe line I. It will be understood. that the brake apparatus throughout the train may be readily recharged by the engineer from the main air-reservoir While the brakes are set, and hence any increase of pressure in the brake apparatus which may be required may be obtained in an emergency.

When the form of engineers hralcevalve known as the New York valve is used in connection with my improved brake apparatus, I connect the pipe-line I directly to the pipe 0, which leads from the main air-reservoir.

In the retaining-valve train-pipe I, and preferably at the point shown in the draw-- ings, is a gage 13 for indicating the pressure in the said train-pipe.

Having thus described my invention, I claim- 1. In a fluid-pressure brake apparatus, a triple valve having an exhaust-port .3 that discharges into the outer air, in combination with a spring-pressed retaining-valve to close said port, said retaining-valve normally opening-said exhaust-port, and fluid-pressure conneetions to operate said retaining-valve and cause the same to close said exhaust-port when the brakes are set, substantially as described.

2. In a fluid-pressure brake apparatus, the combination with a triple valve having an exhaust-port 3 that discharges into the outer air, of a spring-pressed retaining-valve to close said port, an engineers brake-valve, a

trainpipe line between said triple valve and said engineers brake-valve, a train-pipe line between the main. train-pipe exhaust-port of the engineers brake-valve and said retaining-valve, whereby the latter can be operated by the exhaust from the engineers valve, and a threewayceek in said retaining-valve pipeline, substantially as described.

3, In a fluid-pressure brake apparatus, the combination of a triple valve having an exing-valve to close said port, said valve being normally open, an engiueers brake-valve, a brake-pipe line between said valve and the triple valve, a train-pipe line between said retaining-valve and the main train-pipe exhaust-port of the engineers valve, a three- Way cock in said retaining-valve pipeline, and a connection, including a cut-off valve, between said retaining-valve pipe-line and the main air-reservoir, substantially as described.

i. In a iiuidpressure brake apparatus, the combination of a triple valve having an exhaustport that discharges into the outerair, a normally open fiuid-pressure-operated retaining-valve to close said exhaust-port, a brakepipe line leading from said triple valve, a train-pipe line communicating With said retaining-valve, to operate and close the same, means to exhaust from said retaining-valve pipe-line and means to utilize exhaust from f the hrake-line,to operate said retaining-valve, i l

substantially as described.

In testimony that I claim the foregoing as zny own i. nave hereto affixed my signature the presence of two Witnesses NATHAN J. BENTON.

haunt-port 3, a fiuid-pressureoperated retain-

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