US825077A - Fluid-pressure brake. - Google Patents

Description

RM 0 9 1 3 Y L U. J D E T N E T A P H G A V U A S H W FLUID PRESSURE BRAKE.

APPLICATION FILED I)E(J.26. 1905.

2 SHEBTSSHEET 1.

INVENTOR WITNESSES No. 825,077. PATENTED JULY 3, 1906. W. H. SAUVAGE.

FLUID PRESSURE BRAKE.

APPLICATION FILED DEG.26, 1905.

2 SHEETSSHEBT 2 W/ TNE SSE S %w/(Wr W 4 7 came srarns PATENT omen WILLIAM HENRY SAUVAGE, OF NEW YORK, N. Y., ASSIGNOR TO SAUVAGE SAFETY BRAKE COMPANY, A CORPORATION OF NEW JERSEY.

Specification of Letters Patent.

Patented July 3, 1906.

ipplication filed December 26, 1905. Serial No 293,160.

To all whom, it may concern:

Be it known that I, NILLIAM HENRY SAU- VAGE, a citizen of the United States of America, and a resident of the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Fluid Pressure Brakes, of which the following is a specification.

My invention relates, generally, to fluidpressure brake systems, and more specifically comprises an apparatus whereby a second or auxiliary cylinder may operate its piston to reinforce or increase the brake-pressure after the main cylinder has operated its piston to take up the slack and set the brake-shoes against the wheels with an initial pressure of less degree. Heretofore it has been proposed to accomplish this result by means of an arrangement of two cylinders side by side or otherwise arranged parallel to one another and both exerting their braking stress in the same direction, the two piston-rods being connected by suitable systems of levers.

My present invention avoids the use of such additional lever systems and in its pre ferred form removes all strain from the fastening-bolts which hold the cylinders to the car-body, placing the two cylinders between the two levers of the present standard brakerigging back to back, so that the braking force is all transmitted to a floating-lever system, as in the present one-cylinder arrangement, in which the second brake-lever is pivoted to the back head of the cylinder.

My invention possesses other advantages which will hereinafter be pointed out.

The best form of apparatus at present known to me embodying my invention, together with certain modifications thereof, is illustrated in the accompanying two sheets of drawings, in which- Figure 1 is a plan view of the brake-cylinders and part of the brake-rigging with my invention applied thereto. Fig. 2 is a modification thereof, showing a ratchet mechanism. Fig. 3 is a modification showing a different arrangement of air-passages in which the special form of valve shown in Fig. 4 may be used. Fig. 4 shows an enlarged de tail of such valve in cross-section and Fig. 5 shows a modification in which a clutch released by the triple-valve exhaust is used, together with a system of levers for multiplying the braking force, the two brake-cylinders being of the same cross-sectional area in this modification.

Throughout the drawings, like referencefigures indicate like parts.

1 is the main brake-cylinder, 2 its piston, and 3 the piston-rod pivoted to brake-lever 4 of usual construction.

5 is a second brake-cylinder of larger crosssection placed back to back with cylinder 1, provided with its piston 6 and piston-rod 7, which is pivoted to the other brake-lever 8. The two brake-levers are connected together by the usual tie-rod 9.

10 is the auxiliary reservoir; 11, the trainpipe; 12, the ordinary triple valve, and 13 the pipe connecting said triple valve with the interior of cylinder 1. The passage-way 14 is bored out through the boss 15 on cylinder 1 and extends to the interior of the cylinder 5. Communication from this passage-way to the interior of cylinder 1 is afforded by the hole 17, bored from the exterior of the cylinder and closed at its outer end by the plug 18.

19 is the usual form of friction clutch-dog, pivoted to the main cylinder at 20 and having a perforation through which the pistonrod 3 extends.

21 is a tension-spring normally pulling a dog 19 to the left, so as to clutch the pistonrod 3, and 22 is a rod carried by an arm 23, fixed to the piston-rod 7. This rod 22 is provided with an adjustable tappet'block 24, which when piston 6 is at the extreme right of its travel will strike clutch-dog 19, and trip the clutch.

In Fig. 2 a pawl 19 is substituted for clutch-dog 19, and this engages with ratchettooth 3 on piston-rod 3. Otherwise the construction is the same.

In the modification shown in Fig. 3 an external system of piping 15 takes the place of the bored-out boss 15 (shown in Fig. 1) and communicates with the cylinder 1 through the port 17 In this system of piping is preferably located a valve 16. (Shownin detailin Fig. 4.) Such valve has the plunger 25 normally held down by the sprin 26 and closing the passage of air from cylinder 1 to cylinder 5 until a sufficient pressure is attained to overpower said spring 26 and lift the valve-plunger 25. 27 is a piston connected to said valve-plunger 25, working in the upper portion of the casing 28. 29 is a downwardlyopening check-valve and is normally held closed by spring 30.

In the modification shown in Fig. the second cylinder 5 is of the same crosssec tional area as the first cylinder 1, and to attain the added brake force piston-rod 7 is connected to the brake-lever 8 by means of an intermediate lever system, comprising the lever 31, pivoted loosely to the car-body at 32 and connected by link 33 to one end of lever 8. 34 is a guide frame or strip attached to the car-body cooperatin with pin 35 on lever 8 to insure movement 0 the lever 8 substantially parallel to piston-rod 7. The pistonrod 3 has an extension 36, which passes through the clutch-dog 19 pivoted at to the car-body. 37 is a pneumatic cylinder connected by pipe 38 to the exhaust-port of triple valve 12. This cylinder has a piston 39, operated by spring 40, the piston-rod 41 being connected to the clutch-dog 19 42 is an exhaust-port. 43 is an ordinary cut-out valve controlling the connection between the' two cylinders 1 and 5.

Suchbeing the construction, the mode of operation of my invention is as follows: When the air-brakes are applied, air is admitted to the main cylinder 1, and piston 2 is forced to the right, taking up the brake-shoe clearance and slack of the rigging and setting the brakes with their initial pressure. When the movement of the piston 2 has accomplished this, it has uncovered the opening 17 in the wall of the cylinder, and the air passes over through the passage-way 14 to the second cylinder 5. This forces piston 6 to the left, and as the area of said piston is greater than that of piston 2 it drives the piston-rod 7 out with greater force than the air in the cylinder 1 can exert upon piston 2, with the result that the floating-brake-lever system tends to shift to the left; but this movement, so far as the piston-rod 3 is concerned, is immediately checked by the friction-dog 19 clutching the same. The subsequently-applied power of compressed air is transmitted to the brakerigging by the continued movement of piston 6 to the left. When the brakes are released, the air first goes out of cylinder 5, allowing piston 6 to move to the right until it reaches the extreme limit of motion by striking against the back of the cylinder 5. This motion is sufficient to cause the tappet-block 24 on rod 22 to strike the end of clutch-dog 19 and force the same into a position which will trip its clutching action on the piston-rod 3. Piston 2 is thus allowed to travel back toward the left as the air continues to escape from the interior to the cylinder 1, and the brakes are released.

The operation of the modification shown in Fig. 2 is the same, except that piston 3 is held by the pawl 19 engaging the ratchet 3 which pawl is tripped by the tappet-block 24 striking the bell-crank lever 44.

The operation of the modification shown in Figs. 3 and 4 is as before described, except that in cases where excessive brake-shoe clearance exists or thebrakerigging springs and permits lost motion :to occur the air will not pass over from cylinder 1 to cylinder 5 as soon as the port 17 is opened by reason of the continued closure of the valve 16. When, however, all lost motion has been taken upand theprede termined brake-pressure applied, then sprin 26 will be overpowered, the plunger 25 rise, the air will pass through-into the cham= ber 28 and acting upon piston 27 hold the valve open,- thus permittin free passage of air from cylinder 1 to cylin er 5-. When the brakes are released, the check-valve 29 will open whenever valve 25 closes and permit the exhaustion of all air from cylinder 5 back to cylinder 1.

In the modification shown in Fig. 5 the operation is the same, except that the added force tending to shift the brake-lever system to the left is secured with the use of a cylinder 5 of the same size as cylinder 1 through the agency of the multiplying-lever 31 and link 33. The backward motion of piston 2 is prevented by the action of the clutch-dog 19 and said clutch is tripped when the brakes are released by the power of the exhaust-air escaping from the triple valve 12, which forces the piston 39 in cylinder 37 to the rightuntil the exhaust-port 42 is opened. When all the air has been exhausted from the brake-cylin' ders, the spring 40 forces the piston to the left,

resetting the clutch. It is evident that the.

same resulting brake power may be attained with the proportions of lever shown in Fig. 5 from a cylinder of given cross-section as would be attained from a cylinder of double the crosssection in the arrangement shown in Figs. 1

and 3.

The advantages of my invention comprise the compact arrangement, the removal of all stress from the fastenings by which the brakecylinders are held to the car-body, and the economy in the use of the fluid under pressure, which results. Thus cylinder 1 may be made of small diameter just sufficient to exert the power required to take up the brakeshoe clearance. Such cylinder might be made as low as four or five inches in diameter in extreme cases. The cylinder 5, however, could be made of very great diameter say fourteen or sixteen inchesand a great ultimate braking power is secured with a small consumption of air, because the slack of the rigging having been all taken up force applied to piston 6 would be immediately transformed into brake-shoe pressure without any considerable travel 01 such piston. In the same way this greater power could be IOC IIC

attained in the construction shown in Fig. 5 by multiplying-levers 31 or the equivalent arrangement with the use of a small and consequently cheaper cylinder 5. The arrangement shown in Fig. 5 would render it possible to standardize all brake-cylinders on all cars of every weight and description, the variations in the brakin power being secured merely by variation 01 the multiplying-lever system 31.

It is evident, of course, that various changes could be made in the details of construction illustrated without departing from the spirit and scope of my invention. Other forms of friction tension ratchets and latches could be substituted for those shown, and the airports and passage-ways and valves could be modified in various manners. These and similar modifications, however, I should still consider within the boundaries of my invention.

Having therefore described my invention, I claim- 1. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brake-cylinder, its piston and piston-rod, and an air-passage extending to the second cylinder from a port in the side of the first cylinder at a point some distance from the cylinder-head, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers.

2. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brake-cylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, together with means for locking the piston of the main cylinder against backward movement while the piston of the second cylinder is on its outstroke.

3. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brake-cylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respcetive piston-rods being connected to the adjacent brake-levers, together with means for locking the piston of the main cylinder against backward movement while the piston of the second cylinder is on its outstroke, and for unlocking it during release of the brakes.

4. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brake-cylinder, its piston and piston-rod, and an air-passage extending to the second cylinder from a port in the side of the first cylinder at a point some distance from the cylinder-head, said cylinders being arranged back to back and their respective piston-rods being connected to the adj acent brake-levers, said second cylinder being of larger cross-section than the first cylinder 5. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brakecylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, together with means for locking the piston of the main cylinder against backward movement while the piston of the second cylinder is on its outstroke, said second cylinder being of larger cross-section than the first cylinder.

6. In a fluid-pressure brake system, the combination with the main cylinder, its piston and pistonrod, brake-rigging and triple valve, of a second brake-cylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, together with means for locking the piston of the main cylinder against backward movement while the piston of the second cylinder is on its outstroke, and for unlocking it during release of the brakes, said second cylinder being of larger cross-section than the first cylinder.

7. In a fluid-pressure brake system, the combination with the main cylinder, its pisten and piston-rod, brake-rigging and triple valve, of a second brake-cylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, together with means for locking the piston of the main cylinder against backward movement while the piston cf the second cylinder is on its outstroke, said means comprising a friction-clutch rigidly mounted with reference to the main cylinder and engaging the piston-rod thereof.

7 8. In a fluid-pressure brake system, the

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combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brakecylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, together with means for locking the piston of the main cylinder against backward movement while the piston of the second cylinder is on its outstroke and for unlocking it during release of the brakes, said means comprising a friction-clutch rigidly mounted with reference to the main cylinder, and engaging the piston-rod thereof, and a tripping mechanism actuated by the return stroke of the piston of the second cylinder.

9. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brake-cylindenits piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, and the connection of the second piston-rod to the brake-rigging comprising a system of levers for increasing the effective thrust of said piston-rod.

10. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brake-cylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, said means comprising a conduit extending from a port in the side of the first cylinder to the second cylinder and a valve controlling said conduit and adapted to open only upon the attainment of a predetermined fluid-pressure in said conduit.

11. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and trlple valve, of a second brake-cylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers.

- 12. In a fluid-pressure brake system, the combination with the main cylinder, its piston and piston-rod, brake-rigging and triple valve, of a second brake cylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, said second cylinder being of larger cross-section than the first cylinder.

18. In a fluid pressure brake system, the combination with the main cylinder, its piston and piston=rod, brake rigging and triple valve, of a second brake cylinder, its piston and piston-rod, and means for admitting fluid under pressure to the second cylinder after the movement of the piston in the main cylinder has begun, said cylinders being arranged back to back and their respective piston-rods being connected to the adjacent brake-levers, said means comprising a con duit extending from the first cylinder to the second cylinder and a valve controlling said conduit and adapted to open only upon the attainment of a predetermlned fluid-pressure in said conduit.

14. In a fluid-pressure brake system, the combination with the two brake-levers and connecting tie-rod of the brake-rigging, of a brake-cylinder and piston operatively con nected to one brake-lever, and a second brakecylinder and piston operatively connected to the second brake-lever, together with means for permitting fluid under pressure to pass from one cylinder to the other after the iston in the first cylinder has traveled a efinite portion of its outward stroke, and mechanism for preventing backward movement of the piston in the first cylinder until the discharge offluid under pressure from the cylinders is begun.

15. In a fluid-pressure brake system, the combination with the two brake-levers and connecting tie-rod of the brake-rigging, of a brake-cylinder and piston operatively connected to one brake-lever, and a second brakecylinder and piston operatively connected to the second brake-lever, together with means for permitting fluid under pressure to pass from one cylinder to the other after the iston in the first cylinder has traveled a efinite portion of its outward stroke, and mechanism for preventing backward movement of the piston in the first cylinder until the discharge of fluid under pressure is begun, said means comprising a passage extending from the end of the second, cylinder to a port in the side of the first cylinder,

16. In a fluid-pressure brake system, the combination with the two brake-levers and connecting tie-rod of the brake-rigging, of a brake-cylinder and piston operatively connected to one brake-lever, and a second brakecylinder and piston operatively connected to the second brake-lever, together With means ders is begun, the second cylinder being of for permitting fluid under pressure to pass greater cross-section than the first cylinder. 10 from one cylinder to the other after the pis- Signed at New York, N. Y., this 19th day ton in the first cylinder has traveled a defiof December, 1905.

nite portion of its outward stroke, and mech WILLIAM HENRY SAUVAGE. anism for preventing backward movement of Witnesses:

the piston in the first cylinder until the dis- FRANK OCONNOR,

charge of fluid under pressure from the cylin- M. G. CRAWFORD.

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