US787332A - Fluid-pressure brake system. - Google Patents

Description

Patented April 1 1, 1905.

UNTTED STATES PATENT OFFICE.

)II'RY ll". I'IIBBARI), OF CHICAGO, ILLINOIS, ASSIGNOR` T() RIOI'IARI) FI'I`Z(.ICR.-\LI), OF CI'IIUAHO, ILLINOIS.

FLUID-PRESSURE BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 787,332, dated April 11, 1905. Original application tiled February 25, 1903, Serial No. 146,018. Divided and this application filed April 23, 1903. Serial No. 153,966.

Ile it known that I, )Iat'nv W. Illimani), residing at (hicago, (lookcount-v,'Illinoisdiave invented certain new and usel'ul Improvements in I `luid-l)ressure Brake Systems, olE which the following is a specification.

)lv invention pertains t-o the same general charm-ter and operation ot` mechanism described in prior Letters Patent ot the United States, Nos. 6521.205 and 609,386, issued on September '24. lttll, and Ma)v o, i902, re-

spectively, which mechanism acts in aid ol l the usual air-brake s vstem and provides a partial brake-pressure t'or a car cmpt v and a lnll or increased braking pressure tor a car l()ll(l((l.

In the drawings, Figure I is a sectional elevation ol a valve apparatus embodying m v present invention: Fig. 2, a section taken on the line t l) ot Fig. 3 with the slide-valve removed and showing the valve-seat and ports opening thereon; and Fig. I, a section on the line IC F ol' Fig. I.

.\l v present device comprises a casing 5l, having end caps 52 and 52% and containing a vaIve-chamber 54. The cap 52 has a passage 55 communicating with the auxiliacv reservoir R and the cap 51S a. passage 56 communieating with the supplemental reservoir h' R. The valve-chamber has a bushing 57, in which is lormed a valve-seat 5s. on which the main valve 5S) travels. On the valve-seat terminates a port or passage (Sl), communicating with a blowdown 6 B l)1 similar to the one referred to in my prior patent, No. 699,356, and arranged to be connected in .\1npt. vcai"' position with the brakec vlindcr port or passage 62 B C b v means ol' a recess 62% in the face ol the main valve. The passage (Sil leads to the brakeevlinder in suitable manner b v proper piping.

The valve-seat also has a vent-port. 64 and an exhaust-port 65, used lor a purpose hereinatter made apparent, which ports are controlled bv a cross-recess 66 in the mam valve.

operating-lever T0. .\n operating-stem 7l, having a web T2 fitting into a vertical slot in the lever 7l), en ters the side ol the valve-'casing at a point above the main valve7 all as clearly shown in Fig. l. lVlien the operating-lever is in its upright position, as shown in the drawings, the main valve is in normal or emptv-car position. lVhcn such lever is actuated in one direction. its depending arm is rotated toward the lelit, Fig. l, and the main valve is also moved in that direction to "loaded-can' position. Likewise, when such lever is actuated in the opposite direc.- tion the main valve is moved to the right, Fig. l, to "bleed" position. This lever is connected to and operated b v rods extending to opposite sides ol' the car in substantiallv the same wav as the lever or actuating rod or shaft ot the construction described in nl v original application.

VIn the torni el construction new being described the automatic valve-locking device operates on the same general principle as the one shown in Fig. oll mv original application; but such device instead olt being integral with the main valve is physically independent, but operativel)v connected and associated with the main valve and arranged in the same structure or casing. This valvelocking device here consists oll a llanged disk or cupil, having a stem T-lextending longitudinallv olE the valve-chamber 5J. and passing loosel)Y through the valve-llangcs 67 and (5S. The disk TSS operates in a chamber 75, formed in the end cap 53 and communicating with the supplemental reservoir through the passage 76, leading to the passage 56. This supplemental-reservoir chamber 75 is separated lrom the valve-chainber 54 by a diaphragm TT, having a central bore or opening TS provided with a valve-scat l'or the valve Tt), Vliormed on the back olt the disk or cup TIS at the junction between it and its stem. IVhen, therelore, the automatic lock `is in the position indicated in Fig. I, the

The main valve 5t) has upturnedend llanges 6T and (5S and also side [langes 69, each having a socket in which bear depending arms ot an valve 7E) acts as a check-valve to prevent the supplemental-reservoir an' lroin passing to the mam-valve chamber and escaping therefrom when the bleed -port is open. stem 74 is secured to a ring or collar SO, arranged adjacent to Y and inside the valveflange 68 and passes freely through a plate or collar 8l, adjacent the other valve-fiange 67, which plate is provided with a lateral flange 82, adapted to substantially contact a part of the casing, or, as shown, the diaphragm 77. A coiled spring S8' surrounds the stem 74 and abuts at one end the collar S0 and at its other end the plate 81, with the result that the main valve and the automatic lock as well are kept in the normal position, as shown, but permitted to be shifted or moved, as hereinafter explained.

The supplemental -reservoir chamber 75 is provided with a small valve-chamber in which isfitted a flanged bushing S4, having a passage governed by a valve S6. This valve is normally held seated by a coiled spring` 87, and thereby closes communication between chamber 75 and the vertical passage SS and horizontal passage 89, the latter of which leads to the vent-port 64, opening on the face of the valve-seat.

Starting with the parts in the normal positicn, as shown, the main valve brings the blow-down device in coperative relation with the brake-cylinder and closes the two ports 64 and 65. The air-pressure is fed from the train-pipe to the auxiliary reservoir in the usual manner and passes through the valve-chamber 54 and into the supplemental reservoir, the valve-lock device being capable of moving sufliciently to permit the air to pass by its valve 79. The car can now be braked with a force sufficient for an empty car, and greater pressure than a predetermined amount is prevented by the blowdown device.

For loaded-car braking the trainman shifts the main valve to the left, Fig. l, whereupon the blow-down device is cut out of service and the passages S6, 8S, S9, and 64 vented to atmosphere through bleed or exhaust port 65 by means of the recess 66 in the main valve, whose shifting brings this recess into register with ports 64 and 65. At substantially the same time the disk 7 3 of the valvelock is moved to the left and its flange caused to seat upon the gasket-seat 90. About the time that this disk is seating it strikes the inwardly-projecting stem of the small valve, which is thereby unseated and the air pressure within the flanged disk vented to atmosphere through passages SS, 89, and 64, recess 66, and port 65, with the result that the valvelock device and consequently the main valve are held to shifted position-that is, loadedcar position--by the pressure of the air upon the right-hand face, Fig. 1, of the disk 73. Both reservoirs are now in free communication and the available braking pressure is augmented to the extent of the capacity of the supplemental reservoir, so that increased The j braking pressure is obtained as compared with the braking pressure for an empty car. The valve-lock is held to loaded-car position against the tension of the spring S3, which is compressed, inasmuch as the spring abutment or collar S0 moves with the stem 74 and the other abutment 81 is stopped by contact of its flange 82 against diaphragm 77 when the parts are adjusted to loaded-car position, as explained. Hence after the car has remained set out of a live train for unloading purposes or otherwise or whenever the car equipment has ceased to be charged with airpressure, whether loaded or unloaded, the

spring S3 will automatically restore the parts to empty-car position-that is, normal position. Thus my device is not dependent upon the trainman for restoration to normal position and the same is true of the device described in my original application as well as that of my prior patent, No. 699,386. Consequently there is no danger of sliding or skidding the wheels of a car whose valve device was adjusted for load or which was unloaded and picked up empty.

To bleed the auxiliary reservoir, the operating-rods are actuated to move the main valve to the right, Fig. l, whereby the bleedport 65 is uncovered and the auxiliary-reservoir pressure exhausted to the atmosphere. At this time the valve portion 79 of the valvelock device is held seated and the supplemental reservoir cut off from communication with the valve-chamber 54, wherefore the auxiliary reservoir may be bled without bleeding the supplemental reservoir. When the main valve is thus moved to the right, the valve-flange 67 will carry the spring-plate Sl to the right and compress the spring 83, inasmuch as the collar or plate 80 is stationary at this time. Then the pull on the operating-rods and lever is relieved, this spring will return the parts to normal position.

The locking disk or cup acts in the manner of a piston, inasmuch as it is'acted upon in loaded-car braking by the pressure in the valve-chamber which holds it seated during this time. The disk is normally exposed on both sides or faces to the pressure in such chamber, but continually exposed to that pressure on one side only, inasmuch as in loaded-car position of the parts the pressure on the other side of the piston-like disk is vented or relieved, thereby permitting the pressure of the valve-chamber to act on one side of the disk against atmospheric pressure on the other. So far as the broad idea of this feature of operation is concerned the precise construction and arrangement of parts shown is immaterial, for it is evident that the locking device may be differently constructed and arranged elsewhere than in the valve-chamber itself or in substantially direct connection with the valve so long as the described functions are performed. How- IOO IIO

IIS

ever, to obtain the advantage ol' simplicity and eompactness I prelcr to construct and arrange the parts as shown.

To avoid any possibilityot a too rapid feeding ot the supplemental reservoir and a consequent depletion ol" considerable reductii'm in the pressure in the valve-chamber and auxiliary reservoir, which reduction might be such as that the air-pressure remaining 1o would be insutiicient to hold the locking device to loaded-car position when so adjusted, suitable means may be employed in the passage to the supplemental reservoir to restrict the rate ot t'eed or charging thereofsuch as, tor instance, any oll the restricting means described and claimed in my patent Ytor improvements in tluidpressure brakes, No. 723,356. dated March Z-t, 1903.

l claim l. ln combination with an air-brake system ot a car, a supplemental reservoir, means l'or connecting such supplemental reservoir and the auxiliary reservoir ot the brake system and separate means lor bleeding the auxiliary reservoir without releasing the supplemental reservoir.

2. ln combination with an air-brake system otI a car, a supplemental reservoir, valve mechanism coi'perating therewith to produce a predi-ternlined braking pressure in the brake-cylinder and arranged to connect such supplemental reservoir with the auxiliary reservoir ot the brake system to produce an increased braking pressure for a loaded car, and separate means tor bleeding the auxiliary reservoir alone, without bleeding the supplemental reservoir.

I. In combinatimi with an air-brake tem ol a ear, a supplemental reservoir, means l'or connecting such supplemental reservoir and the auxiliary reservoir olz the brake system, means tor bleeding the auxiliary reservoir, and independent means for closing the connection between the reservoirs during the bleeding operation.

i. lu combination with an air-brake system ol' a car, a supplemental reservoir, valve mechanism l'orconmcting suchsupplemental reservoir and the auxiliary reservoir of the brake system and for bleeding the auxiliary reservoir, said valve mechanism being provided with separate means for disconnecting said reservoirs during the bleeding operation.

5. ln combination with an air-brake system ot a car, a supplemental reservoir, valve mechanism tor connecting such supplemental reservoir and the auxiliary reservoir ot tbe brake system and tor bleeding the auxiliary reservoir, and means arranged to lock the valve mechanism in loaded-car position and also arranged to disconnect the two reservoirs during the liileeding operation.

(i. In combination with an air-brake system ot a car, a supplemental reservoir, valve mechanism l'or connecting such supplemental reservoir and the auxiliary reservoir of the brake system and lor bleeding the auxiliary reservoir, a locking device actuated by the valve mechanism for locking the. latter in loaded-car position, and a valve actuated by said locking device tor closing communication between the two reservoirs during the bleeding operation.

7. In combination with an air-brake system ot a car, a supplemental reservoir, valve mechanism for connecting such supplemental reservoir and the auxiliary reservoir of the brake systen'i and for bleeding the auxiliary reservoir, a locking device actuated by the valve mechanism lor locking the latter in loaded-car position, and a valve carried by said locking device for closing communication between the two reservoirs during the bleeding operation.

S. In combination with an air-brake system of a car, a supplemental reservoir, valve mechanism tor connecting such supplemental reservoir and the auxiliary reservoir ol the brake system and lior bleeding the auxiliary reservoir, an air-controllml locking device actuated by the valve mechanism for locking the latter in loaded-car position, and means controlled by said locking device lor disconnecting the two reservoirs during the bleeding operation.

In combination with an air-brake system ot a car, a supplemental reservoir, valver mechanism lior connecting such supplemental reservoir and the auxiliary reservoir ol" the brake system and for bleeding the auxiliary reservoir, a locking device controlled by the pressure ol: the brake system and operatively connected with the valve mechanism, and means carried by said locking device for disconnecting the two reservoirs during the bleeding operation.

l0. In combination with an air-brake sy:- tem ol a car, a supplemental reservoir, valve mechanism lor connecting such supplemental reservoir and the auxiliary reservoir ol the brake system and tor bleeding the auxiliary reservoir, a locking-disk continually exposed on one side to the auxiliary-reservoir pressure and operatively connected with the valve mechanism, means ior relieving the pressure, during loaded-car braking, from the other side ol said disk, and means Vfor disconnecting the two reservoirs during the bleeding operation. Y

11. In combination with an air-brake system of a car, a supplemental reservoir, a valvecasing having a chamber tor connecting such supplemental reservoir and the auxiliary reservoir ol the brake system, a pressure-reducing valve having comnnmication with the brake-cylinder, a main valve in said chamber for controlling said communication, and valve-locking mechanism carried by said main valve but having a movementindependent thereof.

TOO

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12. In combination with an air-brake system of a car, a supplemental reservoir, a valve-casing having a chamber for connecting such supplemental reservoir and the auxiliary reservoir of the brake system, a pressure-reducing lvalve having communication with the brake-cylinder, a main valve in said chamber for controlling said communication, a iianged holding-disk and cut-off valve carried by the main valvev7 said cut-oli" valve being arranged to interrupt communication between the reservoirs, and means for exhausting air-pressure Jfrom one side of said disk when moved in one direction.

13. In combination with an air-brake system of a car, a supplemental reservoir, a valve-casing having a chamber for connecting such supplemental reservoir and the auxiliary reservoir of the brake system, a pressure-reducing valve having communication with the brake-cylinder, a main valve in said chamber for controlling said communication, a ported partition arranged in said chamber, a iianged holding-disk and cut-off valve carried by the main valve, said cut-off valve being arranged to seat upon said partition to interrupt communication between the reservoirs, and means for exhausting air-pressure from one side of said disk when moved in one direction.

14. In. combination with an air-brake system of a car, a supplemental reservoir, a casing having a valve-chamber and provided with a ported partition to form a vsupplemental chamber 7 5, a main valve working in said valve-chamber and having a stem projecting through said partition and into said chamber 75 and there provided with a ilanged holding-disk arranged to seat at one end of the chamber 75, said stem also being provided with a cut-olorn valve 797 arranged to seat on said partition when the disk is unseated and to be unseated when the diSk is seated, and means for holding the disk seated when seated.

15. In valve mechanism of the character described, the combination of a casing having a valve-chamber communicating between the usual auxiliary reservoir and a supplemental reservoir, a main valve therein having ears 67, 68, plates 80, 81 arranged between such ears, a stem 7 4 passing through said ears and plates and secured to theplate 80, a flanged disk 73 arranged on the end of such stem and adapted to seat on one end of the valve-chamber, the casing having passages between such end of the chamber and that part of such chamber adjacent the main valve which is adapted to govern such passages, and a spring arranged between said plates 80, S1.

16. In combination with an air-brake system of a car, a supplemental reservoir, valve mechanism for connecting such supplemental reservoir and the auxiliary reservoir of the brake system and for bleeding the auxiliary reservoir7 and means carried by and having a yielding connection with said valve mechanism for disconnecting said reservoirs during the bleeding operation.

MAURY I/V. HIBBARD. Vitnesses:

S. E. HIBBEN, LoUIs B. ERWIN.

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