US834344A

US834344A - Fluid-pressure brake.

Info

Publication number: US834344A
Application number: US30626003A
Authority: US
Inventors: Walter V Turner
Original assignee: Westinghouse Air Brake Co
Current assignee: Westinghouse Air Brake Co
Priority date: 1903-08-22
Filing date: 1903-08-22
Publication date: 1906-10-30
Anticipated expiration: 1923-10-30

Description

PATENTED OCT. 30, 1906.

W. v. TURNER; FLUID PRESSURE BRAKE.

APPLICATION FILED AUG. 22, 1903. RENEWED MAR. 15. 1906.

2 SHEETSSHEET 1.

. PATENTED OCT. 30, 1906. W. V. TURNER. FLUID PRESSURE BRAKE.

APPLICATION PILED'AUG. 22, 100a. nrmnwzn MAR. 16. 1906.

2 sums-45mm 2,

Atty.

UNITED STATES PATENT oFFroE.

:WA 'TER v. TURNER, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE AIR BRAKE ooMPANY, or P1TTSBURG,.,PENN- SYLVANIA, A CORPORATION oF PENNsYLv NIA.

FLUID-PRESSURE BRAKE.

Specification of Letters Patent.

I certain pressure in the brake-cylinder.

Withthe present standard automatic airbrake apparatuswhen a certain reduction in train-line pressure is made for the purpose of applying, the brakeswith a given force and the brake-valve is set in lap position with all ports closed there is no means for supplying the train-pipe with air under pressure in order to compensate for the train-pipe leakage. Consequently it A oftenhapp.ens that where the brakes are heldon' for a considerable time, as in descending a long grade, the further reduction in train-pipe pressure, due

' toleakage, causes further graduations of the triple valves and a corresponding increase in brake-cylinder pressure, which thus becomes greater than was'intendedor desired and usually necessitates a releaseandreapplication of the brakes several times during the descent of the grade. This results in a great waste of air,, as well as in danger of losing control of the-train through depleted auxiliary-reservoir pressure; and one of the objects of my invention is to provide means whereby the train-pipe pressure is automatically maintained at any desired degree of reduction While the brake-valve is in lap position and the brakes remain a plied.

Anotherobject is to provide a device by which the brake-cylinder pressure ma also be maintained and any reduction t' ereindue to leakage be automatically supplied from the-train-pipe. I

In the accompanying drawings, Figure 1 4 is a diagrammatic view showing one form of my improvement applied to a standard auto- 5 matic air-brake apparatus; Fig. 2, a central sectional view of the regulating-valve device; Fig. 3, a centralsectional view of the equalizing-valve, which is connected to the regulating-chamber: and to the brake-valve-e ualizing reservoir; Fig. 4,-a broken sectiona view of-a portion of a standard slide-valve feedvalve device, showing means for connecting my improvement thereto; and Fig. 5, a central sectional vieW of one form of my improved valve device for maintaining the pressure in the brake-cylinder. 'I

Referring to Fig. 1 of the drawings, the standard Westinghouse air-brake apparatus is shown, comprising the engineers. brakevalve 1, having the usual connections with the main reservoir-pipe 2, the train-pipe 3, and the pipe .4, leading. to and forming part of the equalizing-reservoir 5. The brakevalve is also provided with the standard feedvalve device 6, which in this instance is of the so-called slide-valve -t pe and is shown bolted to the sideof the in the usual way.

rake-valve casing Patented Oct. 30, 1906. I i

'The train-pipe 3 includes the usual hose,

couplings, and angle-cocks between the cars and on each caris provided with the branch pipe 7 leading to the triple-valve device 8, auxiliary reservoir 9, and brake-cylinder 10,

all ofgwhich is of the ordinary standard con- I struction.

According to. my improvements as applied to the locomotive this standard equipment is also provided with a regulating-valve device 11, having pipe connections 12 with the main reservoir-p1pe, 13 with the train-pipe, and 14' with the equalizing-valve device 15, which is also connected b pipe 16 with the equalizing-reservoir of t e brake-valve. The regulating-valve device, as shown in Fig. 2, comprises a casing having two chambers 22 and 23, separated by. a diaphragm or movable abutment 24v for operating the valve 25 to control the'supply of air from the main reservoir and pipe 12 to the train pipe chamber 23 and pipe 13, leading to the train-pi 'e, ac-' cording to the pressure in the regu atingchamber 22, which is connected to the equalizing-valve by pipe 14. v

drum or reservoir 18 is connected to the regulating-chamber 22 merely for the purpose of enlarging or increasing the capac -1ty of said chamber, which is supplied with air under pressure through the pipe 17, leading from an additional portor passage 26 in the slidevalve feed-valve device 6. (See Fig. 4.) As is well known by those familiar with the art, the passage 33 of this feed-valve device communicates, through passages and ports in the brake-valve, with the main reservoir connection when the rotary valve is in running position, so that fluid under ressure from the main reservoir is adiiiittei to the slide-valve chamber 30, in which is located the slide-valve 29, operated by the piston 34 to control the port 3] leading to the passage 32, which is in open communication with the train-pipe, the leakage by the piston 34, being governed by the usual spring-pressed diaphragm-valve, which is set to close at the desired normal train-pipe pressure, thereby operating the slide-valve to close the main feed-port 31 to the train-pipe. this feature of my improvement an additional port 27 is made through the slidevalve 29 and is adapted to register with a port 28 in the seat leading to'the passage 26 and pipe 17,,whereby the regulating-chamber 22 will be supplied with fluid under pressure from the main reservoirs whenever the engineers brake-valve is in running position and the port 3] is open for feeding up the train-line.

The pressure of the regulating-chamber 22 also acts u on the under side of the diaphragm or movab e abutment 36 of the equalizingvalve device 15, (see Fig. 3), which diaphragm operates the valve 37 controlling the outletpassage from the regulating-chamber to the train-pipe through pipe connection 35, the

- upper slde of diaphragm 36 being exposed to the pressure of the equalizing-reservoir of the engmeers brakeevalve through pipe 16. Theoperation of this ortion of my improvement is as follows: en the system is being charged up with fluid under pressure from the main reservoir and the engineers brakevalve is'placed iii-running osition, the main feed-P9131; 31 0fthe feed-Va ve device is open, as are also the ports 27 and 28, sothat both the train-pipe and the regulating-chamber.

are be supplied from the main reservoir. The regu ating-chamber being of small capacity as comparedwith the tramipe, it is obvious that the pressure in said regulatingreservoir or chamberwould'ordinarily rise more rapidly and to a higher degree than that of the train-pipe unless some provision was made for equahzing these pressures, and this is what is accomplished by the use of the equalizing-valve devlce 15, for as soon as the pressure of the regulating-chamber, which also acts uponthe under side of the diaphragm 36 of the equalizin -valve, rises above that of the train-pipe, which is always equal with that of the equalizing-reservoir 5 in this position of the brake-valve, the diaphragm 36 will rise by the pre onderance of pressure beneath it and opent evalve 37, thereby allowing any excess pressure of the regulating- Aceording to' chamber to flow out through pi e 35 to the train-pipe and equalize with t 1e pressure therein.

When the brake-valve is placed in service position for making-a certain reduction in the pressure of the equalizing-reservoirfor applying the brakes, the diaphragm 36 rises, due to the higher pressure of the regulating-chamber beneath it, and the valve 37 is thus held open during the period that the train-pi edischarge valve of the engineers brake-Va ve is open, so that when the train-pipe has ceased discharging the pressures in the trainpipe and in the regulating-ehamber will be equalized at the desired amount of reduction. In the meantime the brake-valve has been placed in lap position, in which, as well as in service position, the passage leading to the feed-valve device is closed, so that there is no communication with the regulating chamber through pipe 17. p i

All ports now being closed, with the brakes applied at the desired pressure, if there should be any leakage in the train-line, as there always is more or less, the pressure in the chamber 23 of the regulating-valve would correspondingly diminish, thus allowing the pressure of the regulating-chamber, which is .now held tightly closedand containing the desired degree of pressure, to open the valve 25, whereby communication from the main reservoir to the train-pipe is established and the pressure in the train-pipe raised to that of the regulatin -chan1ber, when the valve 25 again closes. y means of this construction it will now be seen that the brake-valve may be left in lap position with the brakes applied for an indefinite length of time and that all train-pipe leakage will be supplied from the main reservoir through the regulating-valve,

- thus holding the brakes applied at the same constant pressure and also maintaining the train-pipe pressure constant at the desired amount of reduction, The brakes may then be released at any time by moving the engineers brake-valve to full release and running positions in the usual way In emergency applications the pressure in the regulatingchamber is released to the train-pipe by the opening of the equalizing-valve 37, since the pressure in the equalizing-reservoir on the top of the diaphragm 36 is vented to the atmosphere. Therefore the regulating-valve 25 will remain closed and prevent the discharge of main-reservoir air into the trainipe.

' It will now be evident that as t e trainpi e pressure is maintained constant a ainst a] leaks while the brakes are applie any leakage from the brake-cylinder may be supplied from the train-pipe without interfering with the auxiliary reservoir or triple valve, and as one means of accomplishing this resultI have shown a valve device 19, conby pipe 21 with the brake-cylinder.

41, which may be set for any desired amount.

Two pppositely-arranged valves 42 and 43, having abutting stems or wings, are operated by the diaphragm for controlling the passage throughthe casing. The length of the abutting wings of the valves is slightly greater than the distance between the opposite valve-seats, so that when the diaphragm and valves are in their mid-position both valves will be off their seats, thereby opening com-' munication through the casing from the train-pipe tothe brake-cylinder. The valves are preferably loosely mounted, as shown, so

as to readily close tightly upon their seats,-

and' a light spring 44 may be provided for assisting the closureof the valve, which opens toward the train-pipe. A cock 45 may also be used for cutting ofi communication through the valve device when desired. The

intention is to adjust the spring 41 to hold a certain brake-cylinder pressure at which a train may be safely handledsuch, for instance, as about twenty pounds. Then it is apparent that ifthe brake-cylinder pressure leaks down to this point the diaphragm 38 will occupy its mid-position, as shown in Fig. 5, and air from the train-pipe will flow into the brake-cylinder, compensating for any further leakage and maintaining the brakecylinder pressure at that point. This device does not interfere in any way withthe usual operation of the standard equipment in applying and releasing the brakes.. When an application of the brakes is made in which the brake-c linder pressure is highe than that for which t e spring 41 is adjust d, the diaphragm 38 is depressed below mid-position, thereby allowing the upper valve 42 to close upon its seat and be held tightly closed by the train-pipe pressure. If'the brakes are now held applied for a long period of time and the brake-cylinder pressure should leak down to the point'at which the spring is adjusted, the valves will then open and the brake-cylinder pressure be maintained from the train-pipe at that pressurewhich is sufficient. for controlling the train.

long rade will never be lost, due to brakecylin er leakage, as now often hap ens with the present equipment. When t e brakes are released and the pressure escapes from the diaphragm-chamber 39, the spring 41 holds the lower valve 43 tightly closed upon its seat, thereby preventing esca e of trainpipe fluid to the atmosphere t rough the rake-cylinder.

\ By this means the control of a train descending a It will now be seen that by'means of my improvements .trains may be operated down long grades with perfect safetyand with a very economical use of air-pressure, thereby relieving the drain upon the air-pump and avoiding all danger of losing control of the train.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a fluid-pressure brake, thecombination with a train-pipe and engineers brakevalve, of a valve for controlling the supply of fluid to the train-pipe, a movable abutment subject to the opposing pressures of the trainpipe and a regulating-chamber for operating said valve, means for supplying fluid under pressure to said chamber, and a device sepa' rate from thebrake-valve for reducing the pressure in said chamber with that of the train-pipe in service applications.

2. In a fluid-pressure brake, the combination with a train-pipe and engineers brakevalve, of.means operated by the opposing pressures of the train-pipe and a regulatingchamber for controlling the supply of fluid to the train-pipe, and a valve device separate from the brake-valve for reducing the pres sure in said chamber with that of the trainpipe in service applications.

3. In a fluid-pressure brake, the combination with a train-pipe and engineers brakevalve, of a'valve for controlling the supply of fluid from the main reservoir to the trainpipe, a movable abutment subject to the opposing pressures of the train-pipe and a regution with an engineersbrake-valve having main reservoir, train pipe and equalizingreservoir connections, of-means operated by the opposing pressures of the train-pipe and a regulating-chamber for controlling the supply of fluid from the main reservoir to the train-pipe, and a valve device controlled by the pressure of the equalizing-reservoir for reducing the pressure in said regulatingchamber with that of the train-pipe 1n serve ice applications.

5. In a fluid-pressure brake, the combina- .tion with an engineers brake-valve having -ma1n-reservo1r, train-pipe and equalizingreservoir connections, of means operated by the opposing pressures of the train-pipe and a regulating-chamber for controlling the supply of fluid from the main reservoir to the train-pipe, a valve for reducing the pressure in said regulating-chamber with that of the train-pipe in service applications, and a movreservoir to the train-pipe while the brakes.

are applied, a port controlled by the feedvalve device .for supplying fluid from the main reservoir to the regulating-chamber, and a valve device controlled by the pressure of the equalizing-reservoir for reducing the pressure of said regulating-chamber with that of the train-pipe in service applications.

7. In a fluid-pressure brake, the combination with an engineers brake-valve having main-reservoir, train-pipe and equalizingreservoir connections, of means operated by the opposing pressures of the train-pipe and a regulating-chamber for controlling .the supply of fluid from the main reservoir to the train-pipe when the brakes are applied, a valve controlling communication from the regulating-chamber to the train-pipe, and a movable abutment or diaphragm subject to the opposing pressures of the regulating chamber and the equalizing-reservoir for operating said valve.

8. In a fluid-pressure brake, the combination with an engineers brake-valve and train-pipe, of means operated by the opposing pressures of the train-pipe and a regulating-chamber for controlling the supply of fluid under pressure to the train-pipe while the brakes are applied, a valve for reducing the pressure in said regulating-chamber with that of the train-pipe in service applications, a diaphragm for operating said valve, and means operated by the brake-valve for controlling the pressure on said diaphragm.

9. In a fluid-pressure brake, the combina-.

tion with means for supplying-fluid under pressure to the train-pi e While the brakes are applied, of a valve evice subject to the brake-cylinder pressure for controlling communication between the train-pipe and brakecylinder.

10. In a fluid-pressure brake, the combination with means for maintaining train-pipe pressure While the brakes remain applied, of a valve device operated by brake-cylinder pressure for controlling communication from the train-pipe to the brake-cylinder.

11. In a fluid-pressure brake, the combination with a train-pipe, auxiliary reservoir, triple valve and brake-cylinder, of a valve device operated by brake-cylinder pressure for controlling communication from the train-pipe to the brake cylinder.

12. In a fluid-pressure brake, the combination witha tram-pipe, auxiliary reservoir, triple valve and brake-c linder, of a valve device independent of t e triple valve for controlling communication from the trainpipe to the brake-cylinder while the brake is applied.

13. A valve device for fluid-pressure brakes, comprising a casing having an inletopening for connection with the train-pipe, an outlet-opening for communicating with the brake-cylinder, a valve for controlling the passage through the casing, a movable abutment subject to brake-cylinder pressure for operating said valve, and a spring opposing the fluid-pressure on the abutment.

v14. A valve device for fluid-pressure brakes, comprising a casing having a passage adapted to be connected at one end to. the train-pipe and at the other end with the brake-cylinder, two oppositely-seated valves controlling said passage, and a movable abutment or diaphragm exposed to brakecylinder pressure for operating said valves.

15. A valve device for fluid-pressure brakes, comprising a casing having ports "adapted to be connected to the train-pipe and brake-cylinder respectively, a valve for controlling the passage through the casing, and means operated by a certain brake-cylinder pressure to open said valve' and by'a pressure either higher or lower than said amount to close said valve.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. Witnesses:

R. F. EMERY,

Ms. B. MACDONALD.