US750010A

US750010A - Air-brake

Info

Publication number: US750010A
Authority: US
Publication date: 1904-01-19
Anticipated expiration: 1921-01-19

Description

7 PATENTED JAN. 19, 1904. G. WESTINGHOUSE.

AIR BRAKE.

v APPLIUATION FILED mm: 2. 1903.

no 110mm.

Atty.

1N5 NORRIS Pawns ccv PHOYO-UI'Nll, wnsumorom n c.

UNITED STATES Patented January 19, 1904.

PATENT OFFICE.

GEORGE WESTINGHOUSE, OF PITTSBURG, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENN- SYLVANIA, A CORPORATION OF PENNSYLVANIA.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 750,010, dated January 19, 1904.

Application filed June 2, 1903. Serial No. 159,744. (No model.)

To aZZwhom it may concern.-

Be it known that I, GEORGE WESTINGHOUSE,

My invention relates to air-brakes, and more particularly to air-brake systems as applied to cars operated on the multiple-unit principlethat is, in which each car is supplied with a complete air-brake equipment and adapted to operate alone asa single car or to be cou-, pled up with one or more other similarlyequipped cars in a train. Heretofore in the operation of two ormore cars of this character in a train an additional main-reservoir pipe in addition to the regular train-pipe has been extended throughout the train for connecting up the main reservoirs-of the several ears in order to utilize air from all the main reservoirs and air-pumps for assisting in the operation of the brakes, allthe motormens brake-valves, except the one on the head end of the train, being set in lap position with all ports closed. The additional pipe-couplings of the main-reservoir pipes betweenthe cars has been found to be an objectionablefeature; and the main object of my invention is to provide an electrically-operated releasevalve device on-each car adapted to be operated from the head end of any one ofthe cars to open communication from the mainreservoir to the train-pipe, thereby dispensing with the additional coupling of the main-reservoir pipes between the cars, but at the. same time utilizing the main reservoirs and air-pumps of all thecars to assistin the operation of'the brakes. i In the accompanying drawings, Figure 1 shows in diagram the air-brake equipment of two cars coupled together and embodying one form of my invention; Fig. 2, a sectional. view of the release-valve; and Fig. 3, a sectional View of the magnet-valve.

According to thisconstruc'tion each car is equipped with a main reservoir 1, main-reservoir pipe 2, train-pipe 3, auxiliary reservoir 33, triple. valve 4:, brake-cylinder 5, motormans brake-Valve 6, air pump or compressor 7, and pressure-governor 8, all of which maybe of any desired standard construction.

addition to this equipment I provide a releasepipe 12 with the main-reservoir pipe, bypipe 13- with the train-pipe, and by pipe 14: with the magnet-valve casing 15, which is also con-" nected to the main-reservoir pipe by a pipe 16. Two electric wiresor .conductors 17 and 18 extend throughout the train, the terminals being coupled between the cars in the usual manner. On each car is carried a battery 19, one terminal or pole of which is connected to the wire 17, while the other pole is con-. nected to a stationary contact-point 20, lo-. cated near each of the motormans brakevalves. Another stationary contact-point 21-, 4

connected with theother wire 18, is located in close proximity to contact 20, and the mo-' tormans brake-valve handle is provided with a a plate or bar122, adapted to make the circuit ber, both these valves being actuated by the movable core 27 of .the magnet and the spring 28.

According to the form of release-valve do vice shown in Fig, 2aspring 29 bears against the Valve 10 and a spring 30 presses upon the back of piston 11, while a spring-pressed valve 31 is mounted on a section of the piston-stem for preventing leakage around the piston-stem when the parts are held in the normal position.

A pressure-reducing valve 32 set at normal train-pipe pressure may be inserted in pipe connection 13 in order to prevent overcharging the train-pipe.

The operation of my improved device is as follows: Supposing two or more cars to be coupled up in a train, then the brakes will be operated by the motormans brake-valve at the head end of the first car of the train, while all the other brake-valves are set in lap position. After the brakes have been applied in the usual manner and it is desired to release the same, the brake-valve at the head end of the train is turned to release position, as indicated at the left in Fig. 1, thus completing the magnet-circuit at the contacts 20 and 21 and energizing all the magnets 23 throughout the train. This causes the closing of the exhaustvalves 25 and the opening of the valves 2%, thus supplying air to the pistons 11 and opening the release-valves 10 on all the cars of the train, thereby permitting air to flow from all the main reservoirs to the train-pipe to assist in the release of the brakes. When the motorman turns the brake-valve from its release position, the magnet-circuit is broken and the valves 24. are closed, while the exhaust-valves 25 are opened, thus allowing the escape of air from piston-chambers 26 and the closing of the release-valves. Thepressure-reducingvalves 32 prevent an overcharging of the train-pipe in case the motorman should hold his brakevalrl e in full release position for too long a perioc.

It will now be evident that by means of my improvement the main reservoirs and airpumps of all the cars may be utilized in the operation of the brakes and that the objectionable couplings of the main-reservoir pipes may be dispensed with, and while I have described one preferred form of release-valve device for accomplishing this result it will be understood that my invention is not limited to this particular construction, but covers, broadly, any electrically operated releasevalve device for controlling communication from the main reservoir to the train-pipe. It will also be obvious that a separate switch, such as 34, located within reach of the motornian, but independent of the brake-valve, may be used for opening and closing the magnet-circuit, if desired, although it is preferable to operate the same directly by the movement of the brake-valve handle.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In an air-brake, the combination with a main reservoir and train-pipe, of an electrically-operated release-valve device for controlling communication from the main reservoir to the train-pipe and means within reach of the motorman for controlling the operation of said release-valve device.

2. In an air-brake, the combination with a main reservoir and train-pipe, of an electric- 3. In an air-brake, the combination on a plurality of cars, each having a main reservoir, train-pipe and an electrically-operated release-valve device for controlling communication from the main reservoir to the trainpipe, of an electric circuit for said releasevalve devices and a switch within reach of the motorman for controlling said circuit.

4:. In an air-brake, the combination with a main reservoir, train-pipe and brake-valve, of electrically-actuated means for opening communication from the main reservoir to the train-pipe when the brake-valve is moved to release position.

5. In an air-brake, the combination with a main reservoir, train-pipe and brake-valve, of a release-valve device for controlling communication from the main reservoir to the trainpipe, and electrically-actuated means operated by the movement of the brake-valve handle for controlling the release-valve device.

6. In an air-brake, the combination with a main reservoir, train-pipe and motormans brake-valve, of an electrically -operated release-valve device for controlling a separate communication from the main reservoir to the train pipe, and means actuated by the movement of the brake-valve to release position for closing the circuit of the release-valve device.

7 In an air-brake, the combination with a main reservoir, train-pipe and brake-valve, of a separate release-valve mechanism for controlling communication from the main reservoir to the train-pipe, an electrically-actuated device for governing the release-valve, and contact-points operated bythe movement of the brake-valve handle for opening and closing the circuit of said electrically-actuated device.

8. In an air-brake, the combination with a main reservoir, train-pipe and brake-valve, of a separate release-valve for controlling communication from the main reservoir to the train-pipe, an electromagnet-valve for governing the action of the release-valve, and switchcontacts operated by the movement of the brake-valve for closing the circuit to said electromagnet when the brake-valve handle is in release position. a

9. In an air-brake for a plurality of cars, eachhavingamain reservoir,trainpipe,brakevalve and an electrically operated releasevalve device for controlling communication from the main reservoirs to the train-pipe, in combination with an electric circuit for said devices, and-means operated by the movement of one of the brake-valves for controlling said circuit.

10. A valve device comprising a casing, a valve controlling a passage through the casing, a piston and stem for operating-said valve,

and another Valve on said stem for preventing In testimony whereof I have hereunto set leakage around the stem. my hand, at New York, in the county and State IO 11. Avalve device comprising a casing havof New York, this 26th of May, 1903. ing a passage therethrough, a Valve for con- GEO WESTINGHOUSE 5 v trolling said passage, a piston having a sectional stem for operating said valve and a Witnesses: spring-pressed valve on one section of said WM. H. CAPEL, stem for preventing leakage around the stern. H. O. TENER.