US799186A

US799186A - Air-brake system for street-railways.

Info

Publication number: US799186A
Application number: US24254105A
Authority: US
Inventors: Richard C Quin
Original assignee: Individual
Current assignee: Individual
Priority date: 1905-01-24
Filing date: 1905-01-24
Publication date: 1905-09-12
Anticipated expiration: 1922-09-12

Description

No. 799,186. PATENTED SEPT. 12. 1905.

' R. 0. QUIN.

AIR BRAKE SYSTEM FOR STREET RAILWAYS.

APPLICATION FILED JAN. 24. 1905.

W/ TNE IN V13 N 0R.

By v 2 99. 91% 9/ law 9 ATTORN UNITED STATES PATENT OFFTOE.

AIR-BRAKE SYSTEM FOR STREET-RAILWAYS.

Specification of Letters Patent.

Patented Sept. 12, 1905.

Application filed January 24,1905. Serial No. 242,541.

1'!) (1 71 whom it may colic/Brit.-

Be it known that I, RICHARD O. QUIN, of the city of Toronto, in the Province of Ontario, Canada, have invented certain new and useful Improvements in Air -Brake Systems for Street-Railways, of which the following is a specification.

The object of my invention is to devise means whereby an emergency application of the airbrake of an electric car will simultaneously cut off the power, sand the track, trip a car-fender, and ring the bell.

A further object is to provide suitable means whereby each of these operations may be performed independently without affecting the others.

With these objects in view my invention consists, essentially, of the constructions and arrangements hereinafter specifically described and then definitely claimed.

Figure 1 is a diagrammatical plan view of the improved apparatus. Fig. 2 is a sectional elevation of the sander. Fig. 3 is a sectional plan view of the sander-valve.

1n the drawings like letters of reference indicate corresponding parts in the different figures.

Referring particularly to Fig. 1, A is the air-reservoir of the air-brake system. This may belong either to a storage system or a system in which the air is pumped into the reservoir by means of pumps, electric or otherwise, carried by the car itself. A pipe O leads from the reservoir and is connected with a motormans valve B. This valve may be of any suitable four-way type. iVith this valve are connected the pipe E, communicating with the brake-cylinder F, the emergencyapplication pipe G, and the exhaust-pipe D. The emergency-application pipe G is connected with the pipe E, and in this pipe is placed a check-valve a, which will permit of the passage of air through the pipe G into the pipe E, but will prevent air backing up from the pipe E when air is admitted to the latter for ordinary stops. A pipe H connects the pipe G with the sanders I. Any construction of sander adapted to be operated by air-pressure will answer the purpose of the invention, though I prefer to employ an air-driven wheel 6, such as shown at the left hand in the drawings, to operate a rotary sander, such as shown in Fig. 3, which is substantially such as shown in United States Patent No. 7%,210, dated July 8, 1902. It will be seen that a rotatable pan 0 is supported below the mouth of a suitable hopper (Z, the mouth of the hopper extending within the pan. A cone 0 is connected with the pan and extends up into the hopper. To the hopper is secured a plow The sand from the hopper enters within the pan, and as the latter is rotated the plow causes it to lift up and fall over the side of the pan. Thence it is directed to the track. It is evident that the movement of the air-driven wheel Z) will impart the necessary rotary motion to the sander. It will be noticed that the pipe 0 is also connected to the sander by means of the pipe J, in which is located the sandervalve K. This valve, as will be seen on reference to Fig. 3, has its rotary part provided with a number of ports la of different sizes, which may be brought successively into connection with the outlet-port A large port j is provided, communicating with the ports 71, which maybe brought into communication with the inlet-port /r, while any one of the ports it is in communication with the outlet. Thus a greater or less quantity of air can be sent to the sanders, adapted to the speed at which the car is runnil'ig, so as to give a proportionate quantity of sand. By means of this samler-valve sand may be employed at any time without reference to the other parts of the mechanism. A check-valve (1 is placed in the pipe H to prevent air backing up when the pipe J is open to the reservoir. The pipe Ois also connected, by means of a pipe L, with a bell-ringing attachment M. This will coinprise a wheel precisely similar to 6, operating a verge and escapement movement 1, such as commonly employed in alarm-clocks. The passage of air to the bell-operating mechanism is controlled by a foot-operated valve l. A pipe O connects the bell-ringing attachment either directly with the part G or indirectly through the pipe H connected with the sander, so that when air is passed through the pipe H to operate the sander it will also operate the bell. A eheck-valvew in the pipe H between the connection with the pipe O and the valve 15 prevents air backing up when the pipe O is open, and a check-valve s in the pipe O between its connection with the pipe L and its connection with the pipe H prevents air from the pipe O passing to the sander when the valve N is open. means of a pipe P, with cylinders Q and R. The cylinder Q is provided with a suitable piston and piston-rod m, the rod being adapt- The pipe G is connected, by

IIO

ed to contact with and move the electric switch a. This switch will control the passage of the electric current to the motors, so that when the switch is moved by the extension of the piston-rod the power is cut off. A suitable spring will be provided within the cylinder to return the piston to its normal position. The cylinder R is arranged in precisely the same manner as the cylinder Q; but its piston-rod o is adapted to engage thepivoted latch p, which supports the pivoted fender S in its normal position. This fender may be of any type which is tripped to its operative position either automatically or by the motorman and that shown is merely forthe purpose of illustrating the operation of my system. The latch 39 is shown engaged with a suitable catch. The piston 0 engaging the rear side of the latch is adapted to force the latter off the catch and drop the fender.

From this description it will be seen that the motorman may by sending the air through the pipe E apply the brakes for service stops without interfering with either the fender, the switch, the bell, or the sander, but that he may at the same time also ring his hell by foot or by hand independently operate the sanders, and it is of course evident that the switch or fender may be also manually operated, if desired. If, however, an emergency stop is made, the air passes through the pipe G and thence through the pipe E to the brake cylinders and at the same time passes to the sanders, the bell, the fender, and switch-0perating means. Thus the one movement of the motormans valve will set the brakes, cut off the power, sand the track, ring the bell, and trip the fender.

I have also in this system avoided one of the objections to the sander described in the United States patent already referred to that is, that it required the motorman to turn a handle continuously while sand was being applied. I/Vith my present arrangements, either during service stops or emergency stops, the sand is applied by the simple operation of a valve.

I am aware that it is not new to operate a sander simultaneously with the applying of the air-brakes, that fenders have also been simultaneously tripped with the operation of the brakes, but I am not aware of any prior construction in which a special emergency airpipe is provided, so that when air is admitted to such pipe for the purpose of making an emergency stop sand is thrown onto the tracks or the fender is operated simultaneously therewith.

WVhat I claim as my invention is- 1. In apparatus of the class described a brake-cylinder; air-operated sander-controlling means; and an air-operated fender-trip, in combination with a pipe supplying air to the brake-cylinder for service stops; a pipe supplying air to thebrake-cylinder for emergency stops and communicating also with the sander-controlling means and the fender-trip; an air-supply pipe; and a valve adapted to place the air-supply pipe in communication with either of the aforesaid pipes, substantially as described.

2. In apparatus of the class described a brake-cylinder; air-operated sander-controlling means; an air-operated fender-trip; and an air-operated electric switch, in combination with a pipe supplying air to the brakecylinder for service stops; a pipe supplying air to the brake-cylinder for emergency stops and communicating also with the sander-controlling means and the fender-trip and switchoperating means; an air-supply pipe; and a valve adapted to place the air-supply pipe in communication with either of the aforesaid pipes, substantially as described.

3. In apparatus of the class described a brake-cylinder; air-operated sander-controlling means; an air-operated fender-trip; an air-operated electric switch; and an air-operated bell, in combination with apipe supplying air to the brake-cylinder for service stops; a pipe supplying air to the brake-cylinder for emergency stops and communicating also with the sander-controlling means, the fendertrip, the switch-operating means and the bell-operating means; an air-supply pipe; andavalve adapted to place the air-supply pipe in communication with either of the aforesaid pipes, substantially as described.

4. In apparatus of the class described the combination of the motormans valve B; the air-reservoir A; the pipe C communicating with the reservoir and the valve; the brakecylinder F; the pipe E communicating with the valve and with the brake-cylinder; a pipe G for emergency stops communicating with the valve B and with the pipe E, substantially as described.

5. In apparatus of the class described the combination of the motormans valve B; the air-reservoir A; the pipe C communicating with the reservoir and the valve; the brakecylinder F; the pipe E communicating with the valve and with the brake-cylinder; a pipe G for emergency stops communicating with the valve B and with the pipe E; a pipe communicating with the pipe G to convey air to an air-operated mechanism; and a check-valve in the pipe G between its connection with the aforesaid pipe and its connection with the pipe E, substantially as described.

6. In apparatus of the class described the combination of the motormans valve B; the air-reservoir A; the pipe 0 communicating with the reservoir and the valve; the brakecylinder F; the pipe E communicating with the valve and with the brake-cylinder; a pipe G for emergency stops communicating with the valveB and with the pipe E; an air-operated sand er; a pipe H communicating with the said sander and the pipe G; and a check-valve IIO in the pipe (,ir between its connection with the aforesaid pipe and its connection with the pipe It, substantially as described.

7. In apparatus of the class described the combination of the motormans valve B; the air-reservoir A; the pipe C communicating with the reservoir and the valve; the brakecylinder F; the pipe E communicating with the valve and with the brake-cylinder; a pipe G for emergency stops communicating with the valve B and with the pipe E; an air-operated sander; a pipe H communicating with the said sander and the pipe G; a check-valve in the pipe G between its connection with the aforesaid pipe and its connection with the pipe E; a pipe J communicating with the pipe C and the pipe H;a manually-operated air-controlling valve in said pipe; and a cheek-valve in said pipe H between its connection with the pipe J and its connection with the pipe G, substantially as described.

8. In apparatus of the class described the combination of the motormans valve B; the air-reservoir A; the pipe 0 communicating with the reservoir and the valve; the brakecylinderF; the pipeEcommunicating with the valve and with the brake-cylinder; a pipe G for emergency stops communicating with the valve B and with the pipe E; an air-operated sander; a pipe H communicating with the said sander and the pipe G; a checlevalve in the pipe G between its connection with the aforesaid pipe and its connection with the pipe E; a pipe J communicating with the pipe 0 and the pipe H; a manually-operated air-controlling valve in said pipe; a check-valve in said pipe H between its connection with the pipe J and its connection with the pipe G; an airoperated bell-ringing mechanism having direct communication with the air-reservoir and also a communication with the emergency airpipe G; and a manually-operated valve adapted to control the direct communication, substantially as described.

9. 1n apparatus of the class described the combination of the motormans valve B; the air-reservoir A; the pipe C communicating with the reservoir and the valve; the brakecylinder F; the pipe E communicating with the valve and with the brake-cylinder; a pipe (.1? for emergency stops communicating with the valve B and with the pipe E; an air-operated sander; a pipe H communicating with the said sander and the pipe G; a check-valve in the pipe Ur between its connection with the aforesaid pipe and its connection with the pipe E; a pipe J communicating with the pipe G and the pipe H; a manuallyoperated air-controlling valve in said pipe; a check-valve in said pipe H between its connection with the pipe J and its connection with the pipe (ii; an air-operated bell-ringing mechanism; a pipe L communicating with mechanism and the pipe C; a manually-operated valve N therein; a pipe 0 communicating with the pipe L and with the pipe H above the bet'orementioned check-valve therein; a second check-valve in the pipe H between its connection with the pipe 0 and its connection with the pipe G; and a check-valve in the pipe 0, substantially as described.

10. In apparatus of the class described the combination of the motormans valve B; the air-reservoir A; the pipe C communicating with the reservoir and 'the valve; the brakecylindcr F; the pipe E communicating with the valve and with the brake-cylinder; a pipe G for emergency stops communicating with the valve B and with the pipe E; an air-0perated sander; a pipe H communicating with the said sander and the pipe (1; a check-valve in the pipe G between its connection with the aforesaid pipe and its connection with the pipe E; a pipe J communicating with the pipe C and the pipe H; a manually-operated aircontrolling valve in said pipe; a checlevalve in said pipe H between its connection with the pipe J and its connection with the pipe G; an air -operated bell ringing mechanism; a pipe L communicating with mechanism and the pipe C; a manually-operated valve N therein; a pipe 0 communicating with the pipe L and with the pipe H above the beforementioned check valve therein; a second check-valve in the pipe H between its connection with the pipe 0 and its connection with the pipe Gr; air-operated fender-tripping means; and a pipe P communicating with the said means and with the pipe Gr, substantially as described.

11. In apparatus of the class described the combination of the motormans valve B; the air-reservoir A; the pipe 0 communicating with the reservoir and the valve; the brakecylinder F; the pipe E communicating with the valve and with the brake-cylinder; a pipe G for emergency stops communicating with the valve B and with the pipe E; an air-operated sander; a pipe H communicating with the said sander and the pipe G; a check-valve in the pipe G between its connection with the aforesaid pipe and its connection with the pipe E; a pipe J communicating with the pipe C and the pipe H; a manually-operated aircontrolling valve in said pipe; at check-valve in said pipe H between its connection with the pipe J and its connection with the pipe Gr; an air-operated bell-ringing mechanism; a pipe L communicating with the mechanism and the pipe C; a manually-operated valve N therein; a pipe 0 communicating with the pipe L and with the pipe H above the before mentioned check valve therein; a second cheek-valve in the pipe H between its connection with the pipe 0 and its connection with the pipe G; air-operated fender-tripping means; an air-operated electric switch; and a pipe P communicating with the said switchoperating means, the fender-tripping means, and the pipe (.ir, substantially as described.

&

12. In apparatus of the class described the combination of an air-reservoir; an air-operated sander; a pipe between the reservoir and sander; a valve in said pipe comprising a casing With inlet and outlet ports and a rotary part having a series of ports therein of graduated sizes and opposite thereto a single large port communicating With each of the smaller ports and so shaped that when any one of the smaller ports is in communication With one of the ports in the casing the large port is in communication with the other port in the easing, substantially as described;

13. In apparatus of the class described the combination of an air-brake system; a rotary sander; an air-motor adapted to operate the sander; a pipe communicating with the airbrake system and the sander; andavalve controlling the air-supply through a pipe to the motor, substantially as described.

Toronto, January 19, 1905.

RICHARD (J. QUIN.

In presence of JOHN G. RIDoUT, P. R. J ONES.