US829143A - Air-brake system. - Google Patents

Description

PATENTED AUG. 21, 1906.

P. B. GORBY. AIR BRAKE SYSTEM. APPLICATION mum 151:0. 29. 1905.

2 SHEETS-SHEET 1.

Inventor:

Witnesses:

Fr ed B.Cor-e Jitb PATENTED AUG. 21, 1906.

F. B. COREY. AIR BRAKE SYSTEM.

APPLICATION FILED 020.29. 1905.

2 SHEETS-SHEET 2.

lnuenifcm: Fr-ed B.C re 'b g V\/i Cnesses:

UNITED srArps OFFICE.

FRED B. COREY, OF SOHENEUTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

AlH-BHAKE SYSTEM.

Specification of Letters Patent.

Patented Aug. 21, 1906.

To all whom it may concern: Be it known that I, FRED B. COREY, a citizen of the United States, residing at Schenectady, in. the county of Schenectady, State of New York, have invented certain new and useful Improvements in Air-Brake Systems, of which the following is a specification.

My invention relates to air-brake systems of the type known as automatic, in which the tram-pipe pressure is lowered to apply the brakes and raised to release the brakes, and has particular reference to automatic air-brake s stems in which a plurality of engineers va ves are employed.

In the usual automatic air-brake system as applied to trains drawn by steam-engines only a single engineers valve is employed; but sometimes as, for instance, in the case of electric locomotives which are designed to run in either direction it is convenient and desirable to em loy two engineers valves, one at each on of the locomotive. The standard engineers valve comprises What is known as an equalizing-piston and an "equalizing discharge-valve controlled by the piston. One side of the piston is subjected to the pressure of the equalizing-reservoir and the other side to the pressure of the train-line, these pressures being normally equal. In applying the brakes the pressure in the equalizing-reservoir is reduced to the desired amount, thereby producing an unbalanced pressure on opposite sides of the equalizing-piston. The piston consequently moves, opening the discharge-valve, so as to connect trainline to atmosphere and to lower the train-line pressure. When the train line pressure has been lowered in this manner so that it is again equal to the pressure of the equalizing-reservoir, the dischar evalve is closed. In releasing the brakes t e pressures in the equalizing-reservoir and train-line are raised simultaneously, so that the piston does not operate. If, however, two engineers valves are connected to the same system and if one valve is moved to apply the brakes, the pressure on the trainpi e side of the e ualizin piston of the other valve will be lowered This has no direct effect upon the discharge-valve, since this difference in pressure tends to hold the discharge-valve more firmly on its seat. If, however, the brakes are kept applied for some time, leakage around the equalizing piston of the engineers valve not in use will lower the pressure in that equalizing-reservoir, and then when the pressure in the train-pipe is again raised in releasing the brakes an unbalanced pressure on opposite sides of the piston of the engineers valve not in use will be produced, since the equalizil'lg-reservoir of that eugineers valve does not have its pressure raised simultaneously with the train-pipe pressure. This unbalancing tends to move the equalizing-piston of the engineers valve not m use, so as to connect the train-pi e to atmosphere and to exhaust air from t e train-pipe. This action will continue until by leakage past the equalizing-pistou the pressure in the equalizing-reservoir has again been raised. In this manner considerable air may be wasted and the releasing of the brakes retarded. lonsequently it has been proposed heretofore to employ cut-out cocks for disconnecting the engineers valve not in use from the reservoir-line. Obviously an engineer may frequently neglect to cut out the engineers valve not in use, or if it has been cut out he may forget to out it in again when he desires to use that valve once more, and may thus be unable to apply the brakes when necessary.

The object of my invention is to provide an arrangement in which cut-out cocks are unnecessary. I accomplish this by employing only a single equalizing-reservoir and establishing pipe connections from the single reservoir to the equalizingpiston chambers of both valves. With this arrangement the pressure upon the equalizing-reservoir side of the equalizing-piston in both valves is varied simultaneously, so that both equalizing discharge-valves are operated simultaneously in applying the brakes and neither is operated when the brakes are released. As far as the operation of the equalizin -pistons and dischar e-valves is concerne it is the same as t on h both engineer's valves were mechanical y connected and operated together. As a further safeguard, in order to prevent the engineers valve not in use from ein left in a position in which it would render t 0 system inoperative, I provide only a single removable handle for operating both valves and means for preventing the removal of the handle from a valve except when the valve is in lap position.

Referring to the drawings, Figure 1 represents a train of cars drawn by a locomotive having an engineers valve at each end. Fig. 2 shows diagrammatically the brake system forthe locomotive and a car. Fig. 3 shows a cross-sectional elevation of the engineer's valve, and Fig. 4 shows a plan view of the engineer's valve with the handle removed.

In Fig. 1, A represents a locomotive, and AA' represent ears drawn thereby. The locomotive is represented as an electric loeomotive double ended with a motormans valve V V at each end.

The arrangement of the braking system is shown diagramniatically in Fig. 2. In this figure U represents the air-colnprcssor, R the main reservoir, and V V two engincers valves connected to the main reservoir. E represents a single equalizing-reservoir provided with pipe connection 0 to bothvalves. The engineer's valves are both connected to the reservoir-line 1, to which is connected in the usual manner on the locomotive and on each ear the triple valve t, auxiliary reservoir a, and brake-cylinder I). II represents a removable handle by means of which either of the valves V or V may be operated to control the brakes.

The arrangement of the en ineers valves is shown in Figs. 3 and 4. The handle H is mounted on the squared top of the spindle of the valve V. The valve-casing is provided with a shroud S, arranged so that the handle can be removed only when the valve V is in lap position. e represents the pipe connection to the cqualizing-reservoir. This pipe is connected in the usual manner by a passage (not shown) with the chamber 1 above the equalizing-piston 2. The lower side of the piston. 2 is subjected to the )ressure in the passage 3, which is connected to the train line. The e ualizing piston carries the equalizing disc 1arge-valve 4, which when the piston is released opens a connection from passage 3 to the exhaust-passage 5.

The operation of the equalizing-piston and discharge-valve in applying the brakes has been described before, but will be briefly rccapitulated. In applying the brakes the pressure in the equalizing-reservoir, and consequently in chamber 1, is lowered. The pressure on opposite sides of piston 2 is conse uently un alanced, the piston 2 lifting va ve 4 from its seat and connecting the train-pipe to atmosphere. When the trainpipe pressure has been lowered to the equalizmg-reservoir pressure, the discharge-valve 4 again closes. In releasin the brakes the pressures on opposite sides 0 the piston 2 are raised simultaneously and the iston remains inoperative. If, however, t e engineers valve not in use, and consequently in lap position, is connected to the train-line during a long application of the brakes, the pressure in chamber 1 may be lowered by leakage past the piston 2. (.onscqucntly when the pressure in the train-line is again raised in releasing the brakes the pressures on opposite sides of the piston 2 would be unbalanced and the discharge-valve would be opened, connecting train-line to atmosphere and wasting air. In my arrangement, however, since only a single er ualizing reservoir is employed con. nected to the equalizing- )iston chamber of both valves, it is evident that the pressure on both pistons will necessarily vary simultaneously. Consequently when one valve is in lap lposition and the other valve is moved to app y the brakes, the pressure in the equalizing-reservoir being lowered the pressure on the upper sides of both equalizing-pistons will be lowered and both discharge-valves will be operated simultaneously to lower the train-pipe pressure. When the train-pipe pressure is reduced to equal the pressure in the equalizing reservoir, both dischargevalves will close sirmlltaneously. In releasing the brakes since pressure in the equalizjug-reservoir is raised simultaneously with the pressure in the train-pipe both d ischargevalves will remain inoperative. In other words, the two equalizing-pistons and dis charge-valves operate together under all conditions and waste of air is prevented. without the necessity of cutting out the engineers valve not in use. Since only a single handle is provided for both valves and since the shroud on each valve prevents the handle being removed exce t when the valve is in lap position, it is evident that when either valve is being 0 erated the other must be in lap position an so cannot interfere with the proper operation of the system.

Although I have shown one standard form of engineers valve, my invention is not limited to this particular type, but is applicable to an air-brake system employing a plurality of engineers valves of any type whatever that com rises an equalizing discharge-valve.

What claim as new, and desire to secure by Letters Patent of the United States, is

1. In an automatic air-brake system, a plurality of engineers valves of the type employing an. equalizing discharge-valve, and a single equalizing-reservoir operatively connected to the several valves.

2. In an automatic air-brake system, a plurality of engineers valves of the type employing an equalizing discharge-valve, and a single equalizing-reservoir connected to the equalizing piston-chamber of the several valves.

. 3. In an automatic air-brake system, a plurality of engineers valves, a sin is equal izing-reservoir, pipe connections rom said reservoir to the several valves means comprised in each valve for controlling the pressure in said equalizing-reservoir, and means controlled by equalizing-reservoir pressure for controlling the pressure in the train-pipe.

4. In an automatic air-brake system, a plurality of eng'ineers valves of the type employing an equalizing discharge-valve, a single equalizing-reservoir connected to the equalizing piston-chamber of the several valves, a removable handle for operating said valves, and means for preventing the removal of the handle from a valve except when the valve is in lap position.

5. In an automatic air-brake system, a plurality of engineers valves of the type employing an equalizing discharge-valve, a single equalizing-reservoir connected to the equalizing piston-chamber of the several valves, a removable handle for operating said valves, and means for preventing the removal of the handle from a valve except when the valve is in lap position.

6. In an automatic air-brake s stem, a plurality of engineers valves, a sin e equalwing-reservoir, pipe connections rom said reservoir to the several valves, means comprised in each valve for controlling the pressure in said equalizing-reservoir, means controlled by equalizing-reservoir pressure for controlling the ressure in the train-pi e, a removable han le for operating said va lves, and means for preventing the removal of the handle from a valve except when the valve is in lap position.

In Witness whereof I have hereunto set my hand this 28th day of December, 1905.

FRED B. COREY.

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