US828939A - Air-pressure brake. - Google Patents

Description

PATENTED AUG. 21, 1906.

E. KRAMER. AIR PRESSURE BRAKE. APPLICATION FILED AUG. a, 1904.

3 SHEETS-SHEET 1.

l nvenlton ll [J4 MZNGSSQS: 'MQW No. 828,939. A PATENTED AUG.21,11906.

'E. KRAMER.

' AIR PRESSURE BRAKE.

APILIOATION FILED AUG. 3, 1904.

3 SHEETS-SHEET 2.

www@ /wy www y No. 929,939. PATENTBD 99119.21, 1906." E. KRAMER.

AIR PRESSURE BRAKE.

APPLIOATION FILED AUG. a, 1904.

a SHEETS-SHEET a.

vTo all whom, it 71mg/ concern,.-

UNITED vSTATES PATENT onirica.

ERWIN KRAMER., OF BERLIN., GERMANY.

l' Ilun-Pruissulas BRAKE..

Specification of Letters Patent s vParental Aug.l 21, 1906.

Application and August s, i904. serial 1a. 219,402.

, Be it known that I, ERWIN KRAMER, a sub-l" ject ofthe King of Prussia, German Emperor,

residin many, Improvements 1n Air-Pressure Brakes, of

at No. 9 Paul street, Berlin, Ger- -which the following is a specification.

My invention relates to a wheel'- block brake operated by compressed air. v

The .object of my invention is to provide anair-pressurebrake' in which the pressure given to the brake-blocks above a certain speed depends on the rotative velocity of the wheels. This automatic'effect is attained in such way that the valve device which charges or dischar es the compressed air into or out of the bra e-cylinder or a main valve which controls the main -brakeipe continuous with, t

throughout the train is regu ated bya device which acts on the valve with a varying force, tendinlg to displace the same in accordance e velocity of rotation of the wheelaxle. In connection with this force two additional forces, one of which is produced by the compressed air 'in thebrake-cylinder and the other by a spring, act in the same or opposite directions and displace the piston or distributing slide of thevalve if one of the said ,forces'increases-or decreases in size till equilibrium is restored, thereby altering the pressure in the brake-cylinder accordingly, so that at all times theibrake-blocks are set with such alforce as is necessary for producing thev maximum of braking effect, which can be practically obtained. v

In the accompanying drawings, which form a part of this speciiication, I have illus- A trated the mechanism by which I attain these effects.

Figure 41 .represents a vertical sectionalf1, which is principally intended for use in electric street-railways or the like, the brakecylinder is fed directly Jrom the main reserave invented certain new andl useful' 'the brake-pipe 1, running from-.the reservoir 2 to the brake-cylinder 3, is connected with a ,suitable electromagnet which controls the valve.

In the barrel 4 of the valve adouble piston 5 6 is displaceable upward and downward.

By the movement of the upper piston 5 the exhaust ports 7 are opened and closed, through' which latter the compressed air can be discharged to the atmosphere, while the lower piston 6 4controls the inlet-ports 8, through which the air is admitted from the reservoir 2 into the valve 4, passing from thence into the brake-cylinder 3 through a branch 9. The ports 7 caiinot be opened by the piston 5 before -the ports 8 are closed by the piston 6,' and vice versa. Y

A by-pass 10 allows thepressureto pass from the sleeve 9 into a chamber 11 at the lower end of the valve, so thatthe pressure 'bearing on the bottom side of the piston @is equal to that in the brake-cylinder.

A rod 12 rigidly connects the upper end of the double piston 5 6 with the iron core 13 ci a, solenoid, to the iron casing 14 of which the valve 4 is attached. The coil 15 is wound on a bobbin 16 in the customary manner and insulated therefrom by a layer 17 of suitable `rraterial. The iron cover 18, closing the cas ing 14, surrounds the upper end of the core 13 at a short distance. However, if the core is drawn deeper into the coil the cross-section of the path of the lines of force from. the

cover to the core will be reduced, in consequence of which the core takes and maintains a definite position for every intensity of the energizing-current. Instead of this arrangement other electromagnets producing vthe same effect may be used. In a concentric cavity of the core .13 a spring 20 is arranged which can be adjusted by a setscrew 19, which spring tends to press the double piston 5 6 downward. A screw 2-1Vpermits of regulating the deepest position of the core 13.

The drivers brake-cock 22 is arranged in possesses m its tap the usual passage 23,

i oo

the brake-pipe 1 at any convenient place.l It

which allows the air to pass from the reservoir 2 'to the brake-cylinder 3, as shown in Fig. 1, and a lateral branch 24. On turning the tap by ninety degrees in the direction of the arrow the air can escape from the brakecylinder 3, through the valve 4, ports 8, passages 24 23, and a perforation 25 in the body below the ports 8.

of the three-way cock 22 to the atmosphere, after the double piston has been lif-ted above the `ports 7, exhausting some pressure, so that the piston, reaches its deepest position The o eration of the braking device is as follows: f the brake is not applied, the spring 20 forces the double piston 5 6 into its deepest position, thereby closing the ports 7 and opening the .ports8. rWhen the driver willl apply the brake, he brings the tap of the brake-cock 22 into the position shown in Fig.

. 1, connecting at 'the same time the two terminals of the car-electromotor with the tery minals of the winding of the solenoid by, means -of theI switch-controller. The compressed air then .passes from the reservoir 2, through the ports 8, sleeve 9, and pipe 1, into Ithe brake cylinder 8, thereby setting the i brake-blocks, while the same pressure is 1compressure. The sai magnetic force depends issA lon the speed of rotation of the wheel-axle, as with -a greater speed of rotation a Ih'igher intensity of current is produced in the car-mo- 4ltors,'which constitute generators in the 2described connection than withr a lower speed fof rotation. Thus lat a given velocity an equilibrium is produced between the dierent forces as soon as .the'doubl'e piston is dis- 'placed Ato lthe corresponding posltion, wherey `the pressure in the brake-cylinder is regu- .lated to the respective amount. If with -a `decreasing veloclty of the car the magnetic Y orceof :the solenoid diminishes, the pressure inxtherchamber 1'1 will predominate and push the double piston upward until the ports 7h are' opened .and part of the compressed airis ,exhausted from the brake-cylinder,- whereupon :thefdouble .pisten'is again forced down- Ward b the spring 20 inconsequence of the vreduce pressure in-the brake-cylinder -andinthe-chamber 1 1. Thus the valve regulates thepressure of the brake-blockson the wheels 'automatically :until the car is broughtl to'a stand. Owin to the'explained automatic e ect of .thef evicel, the wheels cannot happen to be held fast or locked, so aste be prevented .from rotation, as with the beginning. slip ofthe wheels the'rotative s eed of the same .and the magnetic force oft e solenoid decrease, in conse uence of whichy the valve device is .actuate 'as above stated, and

. ycaused to-discharge air from the lbrake-clinder, thus relieving' the brake .blocks .pressure yuntil lthe wheels have resumed their original rotative speed: If,on the contrary,

4on an .incline For for anyfother reason the car increases in velocity, the intensity of current generated in the motors rapidly increases too, giving the solenoid a greater magnetic force, which pushes the core to a deeper position, whereby the inlet-ports 8 are opened, so that pressure is ladmitted to the brake-cylinder, which sets the brake-blocks with a force, as -will be easily understood.

Instead of the solenoid any other device which depends on the rotation of the wheelaxle may be employed. For exam le, the double piston may be connected wit a centrifugal governor coupled with thev wheelaxle, the force of which varies according to the velocity of rotation, so that the valve is controlled lin conformity therewith.

L In the braking device shown in Fig. 2 rassure is employed instead of the magnetic orce. The fluid-isintioduced into a chamber. 26 of the valvefl, where it acts on the outer side'of the piston 5. 4,The luid (either oil, glycerin, or air or the like) is forced by a pump 27 of any construction (either rotary or lston pump) driven by the wheel-axle anti) circulated from a` vessel 28.through a pipe 29 into an air-chamber 30, where it comresses the air contained therein,- whereupon Agreater liuidy 1t flows back into .the vvessel 28 through a pipe 3.1.` -throttle-screw 32 ,arranged in the 'latter, ermits of regulat'ng thepressure inthe air-c amber' 30. A branchpipe 33 lestab-"Vv lishes the connection between the pipe '29...v

and the chamber 26. The pressure ,in the chamber 30 and of the 'luid yvar-ies in confo rmit with the rotative speed of "the wheels, which pressure therefore constitutes an e uivalent of the magnetic force of the solenoi The double piston 5 6 has the form ofa differential piston ,-and the pressure operati ng in the brake-'c linder acts onthe inner side of the larger pls'ton 5 in this construction.

Besides the inlet-ports 8 "a return-valve .36 is provided which permits the escape off-air but not the' entrance 4of Ithe same. The ob- 'ect of this arrangement lis to ermit the eX- aus't of air from the brake-c nderB, when the drivers valve 22 is turne Ito the position shown in the drawings, even if the ports 8 are closed by the piston 6. Areturn-valve 36 may `a1so be usedin connection with the distributing-Valve shown in Fig. 1 for the same T es ring 20 is lwound around a bolt 35, attache lto the piston 6, and bears with one end against a disk 34, secured zto the .body'4 and with the other end against .the adjustingnut 19,' screwedon the bolt 35.

' The pressure in the brake-cylinder .acts also on the' linner side'of :the llarger piston 5 and tends -to displace the double piston 5 6 to the left hand. The uid acts on the outer side of the piston 5 ,and therefore tends to displace-the double piston to .the right. The s rin I20 Workson the nut 19, thus giving -t e double piston connected therewith by IOO .thebo'lt A35 an impulse to the right. These three forces displace the double piston until an equilibrium is produced, thereby regulatin the passage of air into or out of the brakecy inder in conformity with the rotativevelocity of the wheel-axle, as explained with res ect to Fig. i.

f n the brake device shown in Figs. 3 to 6,

,- which is adapted forvuse in trains having` a for production of circulationv and fluid-pressure, (shownin Fig. 2,) so that the position of the double piston depends on the speed of rotation of the wheels.

The pipe 1, connected tothe main reservoir 2 continues intwo branch pipes, one of which, 37, opens 4into the inlet-ports 8, While the other `branch ipe 38, provided with the drivers brake-coc .22, is 1n open communication with a cap 41. The exhaust-ports 7 open into the latter, in which a return-valve 36 is also arranged which permits the compressed air to-enter the main controllingvalve but not to exhaust. A pipe 39, jointed to the sleeve 9, connects the main valve with the continuous brake-pipe 40, to which the triple valves of the several cars are connected. The fluid and the air push the double piston to the right hand, While the spring tends to displace it to the left-hand.

. When the brake is not in operation, the main `.controlllng-valve, the brake-pipe 40, the triple valves, and the small reservoirs of the `several cars are charged with pressure which 1s admitted from the main reservoir 2 through the drivers brake-cock 22, turned into the position shown in Fig. 3. If both ports 7 and 8 should happen to be closed by the. pistons 5 and 6, respectively, the air enters the controlli ng-valve through the returnvalve 36 and passes through the pipe 39 into the brake-pipe 40, thereby displacing the double piston 5 6 to the right hand andopening the orts 7.

In order toset the brake-blocks, the driver l turns thel cock 22 to the position shown in Fig. 4, thus permitting part of the compressed airto escape from the pipe 40 to the 'atmosphere throughthe pipe 39, controllingvalve, ports 7, ca 41, pipe 38, and passages 24 23 25. The re uction of ressure operates the triple valves in the wel -known manner.

At the same time the double piston 5 6 of the main controlling-valve ispushed to the left hand by the spring 20, which now predominates over the air-pressure, thereby closing the ports 7 partially or entirely'. If the reduction of pressure thus obtained was becoming too low without a suflicient fluidpressure in the chamber 26, the said movement ofthe double pistonto the left continues until theports 8 are opened and compressed air can enter the controlling-valve through the pipe 37 and pass into the brakepipe 40 and the triple valves, which latter are operated' so as to relieve the brake-blocks from ressure. The increased air-pressure then isplaces the pistons 5'6 to the right, closing both portsf7 and 8. The same effect of releasement of the brakes is producedwith the decreasing velocity or with the wheels locked, so as to be prevented from rotation. Then, the'fluid-pr'essure in the chamber 26 decreases, so that the force of the spring prepistons are displaced to the left, as above exdominatesl over the two other forces and the y plained. On the other hand, if the driver de- ,l

sires to put the main controlling-valve out of use and to leave the brakes without automatic regulation he lets escape part ofthe pressure by turning the cock 22 into the position shown in Fig. 4, whereupon he reverses it into a position in which further exhaust is revented, Fi 5. l

It Wil be obvious t at athe mechanism of the brake may be-varied in several ways Iwithout departing' fromA the principle of iny invention.A I therefore do not wish to be limited to the constructiona-l forms shown in the drawings lfor examples; but

What claim as my invention, and desire to secure by Letters Patent, is-

1. ln a distributing-valve of air-pressure brakes, the combination with a valve-barrel, having inlet and exhaust ports of a distributing piston-slide adapted to open and close the said ports; a s ring bearing on the iston with one end and) with the other` en rigid support attached: to the valve-body; a chamber provided in the valve iny which the distributed air-pressure`r reacts on the piston 5 and means adapted to produce a force which acts on the piston and varies according to the rotative speed of the' car-wheels, substantially as described.

2in a distributing-valve of air-pressure brakes, the combination with a valve-barrel having inlet and exhaust ports; of a pistonslide adapted to open and -close the said ports; a spring bearing on the piston with .one end and on a support attached to the valve-barrel with the other` end; a chamberin' the barrel in which the distributed airypressure reacts on the piston, and a device which acts on the iston with a force varying in conformity withJ the rotative speed of the wheels, substantially as described.

3. A distributing valve of air pressure brakes, consisting of a barrel; inlet and eX- Onal IIO

huet Ports fer-med thereinaa-by-Paes-Cloed:

-by a. retumrvelveiaf-ele @dented toppen.. and close the-said ports `a.gsgring en ported onY restattached to thebeijreL Whicgispng bears on the slidegf endtchamber in jthcbarf `rel in which the dietributedeir geacteon .the slide; in combination with a. device connected to thel wheel-aixle- Which produces a, force verying-wth the.r .tetive Speedtem.;

acts onthe 4pieton in suchza menner1 that the IO Pressure werkln- .thelzrk-Gyliider iS- auf tomaticellyzregu @ted inaccordance wkiththe rotative Speed ofthe heels@ @pennelli es.

described.

15 air-pressurbrake `l consistin f distributing-yelve,.hayin ...a barrel and exhaust poli-.ts folyme .therein'gtslidedis Y .andclosethe said ports asspijing `beajirighin a Suppolt .attached t0A the berkel: .andetn v, OIL. u the rslide;-v` end aichamber. in the,berre in the, wheel-exlewhich lnollices3 e .f ncetyary- 2 5 ing 4with the frotetivepeedend acte: on .the

.c piston ,in Such @manner thtfthepreesurefof' 4.the brakefblocks. tog .the{yv heels is 2e'nto Inet- ,Mailly-regulated in accoidance with thf1ota vie wpd lent-mdecine eiomfvering y .pie-t0n` inw posit@ thetthepressure 0fy the wheelsgls automatdescribed.

arranged thatzthefthxeeffomes .mitin @whe-. reC'Ii0nS. .diSp e ...the

same ine'u e. manne edepted to open ;ind, close the said ports ay spying.l supported 011,.the barrel and bearing on the seid lide; sind a chambeiin which'the nation with a, device cpeble yo f p iodiicindg a fnorcewhchvarles with l.the rotative spee of thewheels, whereby the sadlforcetogether' .bake-cylinder is utometicelly 'rfegiile'tedin accordance witlilthe.I klfotetive. y S eed of the wheleslubstantially @describe .nithneend and. Wife-1th@ Otherjenf 0n e .rigidsupport attached .to the yalyc-b'ody in. .combination .with 1a.- .device connected to Ineens which allow the dist'rfhuted. ailj to'act nforce which cts onthepistonan ,t'raxfies L brafkeg the combination x with e valve-barrel spring, .bearing with itsfjone end .on the .piston and Withits other end oneenpportettached tension rof thespring.;- ineens which llow the distributed (air toect onthepiston and e del.vice .which "acts, on ,the v' piston ,with e ,force yaryng in \conformty -with the rotative speed` .the wheels, substantially es def vzQ-rbed.. In testimony: wheijeof I have -signed lmy mme hereunto .in@meenee- Of-twelwtnsses 1@with the, forces produced bfy 'thefsprin'g and the distributed aivrjacton the slide such a, manner that the pressurel Working in the onthelpistn and inen adapted to rodilce -eeqding te therettvefepe ef therf .wwheelsehsteetielly @desee-hee 18'.. In a distributlngfvelve of air-pressure distributed miem-.S @the sudeginjcgmbi- 78o 5 tothe nahe-barrel), meensfoixrfeglilatingthe

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