US802913A - Pneumatic brake for goods-trains. - Google Patents

Description

- PATENTED OCT. 24, 1905.

F. J. GHAPSAL & A. L. E.'SAILLOT. PNEUMATIC BRAKE FOR GOODS TRAINS.

APPLICATION TILED DEC. 28. 1904.

w \1 ZZA viz WITNESSES UNITED STATES BATENT OFFICE.

FRANCOIS JULES CHAPSAL AND ALFRED LOUIS EMILE SAILLOT, OF

PARIS, FRANCE.

PNEUMATIC BRAKE FOR GOODS-TRAINS- Specification of Letters Patent,

Patented Oct. 24, 1905.

Application filed December 28, 1904. Serial No. 238,648.

distributer composed of two coordinated parts,

which by acting in combination insure the regulation of the admission and the discharge -'of the air to and from the brake-cylinders:

mounted upon the same spindle.

The first of these parts, which is termed the distributing-val ve, comprises a special slide controlled by an ordinary piston. By itself it is incapable of insuring either the admission or the discharge of the air to and from the brake-cylinder; but it is constituted for: (a)

- insuring" during the intervals between the h applications-of the brakes,ontheene-hand, t the simultaneous supply of air from the train- [fpip'eto two diiferent reservoirs, one of which "is termed the regulatingreservoir and regulates the operationof the apparatus, while the other is called the braking-reservoir and serves wholly to furnish the air to the brakecylinder and the placing in communication of the. brake-cylinder and chambers of the second partw'ith the outer air;.' (Z2) immediately I before the beginning and .until the absolute.

termination of each braking to interrupt the vmutual relationship between the two reservoirs, cut of? both of them from the train-pipe,-

and effect the connection of the chambers of the second partalready referred to, as to one of them with the regulating-reservoir and as to the other with the train-pipe. The second part, termed the braking-regulator, com prises the ordinary arrangement of three diaphragins or pistons of difiierent diameters Under the influence of the dili'erence of pressure between the regulating-reservoir and the train-pipe these parts control the ordinary valve regulating the admission of air from the brakingreservoir into the brake-cylinder and also a secondivalve regulating the graduated dis- A constructional form of this brake is represented, by way of example, in the accompanying drawings, in which Figure 1 shows the brake as a whole as far as concerns one vehicle, and Figs. .2 and 3 illustrate the action of the slide of the distributing-valve.

The brake represented in Fig. 1 comprises for each vehicle a train-pipe A, the extremity of which terminates in ordinary couplings,

a distributer B, a brake-cylinder C, comprising one or two pistons, an air-reservoir G, and

a braking-reservoir Hm H The distributing-valve B presents, Fig. 1,

two chambers 1 and 2. In the chamber l is j mounted a piston a, one of the faces of which I acts as a valve relatively to the chamber- 2;

Its rod carries a slide-valve 6. The chamber 1 1 p is in communication, through a conduit cand the branch E, with aregu lator D, interposed on the train-pipe A. it also communicatesrby means of a conduit d, with the distributingvalve face over which the slide 6 moves; a The chamber'2 is in communication with the airreservoir G by means of a pipe e and-with the' reservoir H by a conduit f, which comprises a branch opening into the regulators. The conduits d and f both open on the facefor'the slide-valve b, which face also presents four vided with a cavity, which is hereinafter referred to. incisions are formed at 9' and 70, respectively in the chamber 1 and in the chamher 2, which are likewise united in the position of thedistributer-piston represented in the figure by the intermediary of a non-return valve M, serving to facilitate the admission of air to the chamber 2.

The braking-regulator is subdivided,,Fig. 1, into four compartments 3 4: 5 6 by means of three flexible diaphragms Z, m, and n, which are fixed at their center to one and the same rod 0. The conduit/z, referred to above, opens into the compartment 3, the conduit 9 opens into the compartment 6, and that terminating at 2 into the compartment 4. .-Thecompart ment 5 is likewise provided with'an' aperture 0, opening into, the atmosphere,- Thec0mpartmentgi s in communication through the pipe J with the brake-cylinder C. This latter opens externally by means of an aperture 3 K is a blow-through valve.

l. The train being running, the air of the train-pipe A enters the distributer B, through the conduit 0 beneath the piston a and maintains it at the highest point of its stroke. This air flows into the chamber 2 on the one hand through the incisions j and hand on the other through the non-return valve M, proceedin'd' through the conduit 6, which'is always open, into the air-reservoir G, and also through the conduit f into the braking-reservoir H. The two reservoirs, united by a non-return valve N, are therefore supplied with air at the pressure of the train-pipe A. The brake-cylinderU is in constant communication with the chamber 4 of the moderator, which is hereinafter explained, is free from air when the pis-, tonais at the highest point of its stroke. Under these conditions the brakes are released. 2. In order to apply the brakes, the pressure is reduced in the pipe A. When the pressure has been sufliciently reduced, the piston or descends to its lowest point by reason of the diiference of pressure between the air of the regulating-reservoir G and the air in the conduit A. The displaced slide-valve b assumes the position indicated diagramatically in Fig. 3. At this moment the conduit f is obtu'rated; but the air of the braking-reser voi'r H still passes through the branch of this conduit above the valve 8. The orificei is obturated, as is also the orifice z. The orifice gr is then open, and the air of the regulating-res: ervoir G then reaches the chamber 6 of the moderator, which is of very small capacity.. The conduits d and h are in communication through the cavity of the slide-valve'b, and the air of the train-pipe A enters the chamber 3v of the moderator. When the conditions are as above set forth, the chamber of the moderator receives the air of the conduit A, which. has decreased in pressure, while the chamber 6 fills with air coming from the regulatingreservoir G, which has preserved its pressure. The three diaphragms yield toward the left hand, and the arm a lifts the valve .9. The air of the'braking-reservoir H enters the. chamber 4; and thence through the pipe J reaches the brake-cylinder G. The brakes are therefore applied, and as the diaphragm m is larger than the diaphragm Z equilibrium is soon reestablished for a predetermined diminution ofpressure, and when the brakingreservoir has furnishedthe desired. pressure.-.

to the brake-cylinder the diaphragms return to their position of equilibrium and the valve 8 closes. v

3. If in the course of the stoppage the airsupply of the train-pipeA is replenished, the equilibrium of the diaphragm is again disturbed, but in the opposite direction. They' move toward the right hand, and the valve 2? is lifted, so that a partial escape takes place of the air of the brake-cylinder C through the orifice and the application of the brake is lessened. The importance of this arrangement will be apparent, as it permits of beginning the release of the brakes as soon as the train-pipe is recharged, and consequently of reducingthe application of the brake-shoes at will without modifying the position of the slide-valve of the distributer, and therefore without passing through the total-release stage.

4. In order to completely release the brakes, air is sent into the train-pipe A in such a manner as to reestablish the pressure which preceded their application. Before this pressure is reached the diaphragms, the equilibrium of which is disturbed by the increase of pressure in 8, will have opened the air-discharge valve t, the air of the brake-cylinder C will have escaped progressively, and the release will have taken place gradually. When the initial pressure is reestablished in the conduit A'that is to say, at the moment at which the movement of the piston of the distributertakes placethe brake is already released. The piston a then rises and returns to the position shown in Fig. 1. The chambers 3, 4, and 6 of the moderator are again placed in communication with the atmosphere by the slide-valve b, and the diaphragms are no longer submitted to' the action of the compressed air, whereby their wear is considerably reduced, as it is only during braking that they are under pressure. I

It has been shown that the braking-reservoir exerts no influence upon the operation of the distributer, (which depends only upon the regulating-reservoir.) It may therefore be made of as large a size as permitted of by practical considerations of mounting, weight, &c.

We claim as our invention- 1. In an air-brake mechanism, a distributer composed of a distributing-valve in connection with the air-supply, a braking-regulator in connection with the braking-cylinder, reservoirs in communication with said valve and braking-regulator, and a valve communicating between said reservoirs.

2. In an air-brake mechanism, a'distributer composed of a distributing-valve in connection with the air-supply, a braking-regulator in connection with the braking-cylinder, and reservoirs in communication with said valve and said braking-regulator, said distributinglve comprising a cylinder, a piston therein,

a slide-valve on the piston-rod and a separate valve to control the air-supply to one of said reservoirs through said cylinder.

3. In an air-braking mechanism, a distribu- 5 ter composed of a distributing-valve in connection with a braking-regulator, said distributing-valve comprising a cylinder, a piston therein and a slidevalve on the pistonrod, and said braking-regulator comprising 10 a plurality of compartments, flexible diaphragms between said compartments, and one FRANQOIS JULES CHAPSAL. ALFRED LOUIS EMILE SAILLOT.

Witnesses:

CHARLES DOWN, LEON FRANCKINS.

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