US851818A

US851818A - Air-brake system and engineer's valve.

Info

Publication number: US851818A
Application number: US28651305A
Authority: US
Inventors: George Macloskie
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 1905-11-09
Filing date: 1905-11-09
Publication date: 1907-04-30
Anticipated expiration: 1924-04-30

Description

PATENTED APR. 30, 1907.

G. MAGLOSKIE.

AIR BRAKE SYSTEM AND ENGINEERS VALVE.

APPLICATION FILED NOV. 9, 1905.

2 SHEETS-SHEBT l.

Witnesses:

1 W George Maclosuiz.

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nn uomu: nuns co. wunma N0. 851,818. PATENTED APR. 30, 1907.

' G. MAOLOSKIB.

AIR BRAKE SYSTEM AND E'NGINEERS VALVE.

APPLICATION FILED NOV.9, 1905.

2 SHEETS-SHEET 2.

Inventor Georqe Macloshie,

Wimesszs:

nu: NORRIS PETER: ca. nsmumon. n. I:

UNTTED STATES PATENT OEETCE.

GEORGE MAOLOSKIE, OF SOHENEOTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

Specification of Letters IE'atentv iratented April 30, 1907.

An rlication filed Nwembe 9,1905. Serial No. 286,513.

To ctZZ whom it may concern:

Be it known that I, GEORGE Macrosxin, a citizen of the United States, residing at Schenectady, county of Schenectady, and State of New York, have invented certain new and useful Improvements in Air-Brake Systems and Engineers Valves, of which the following is a specification.

My invention relates to air-brake systems of the type known as automatic, in which the train-pipe pressure is lowered to apply the brakes and raised to release the brakes, and has particular reference to automatic airbrake systems in which a plurality of engineers valves 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 employ two engineers valves, one at each end of the locomotive. The standard engineers valve comprises what is known as an equalizing piston and an equal izing 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 equal izing reservoir is reduced the desired amount, thereby producing an unbalancing of pressure on opposite sides of the equalizing piston. The piston consequently moves, opening the discharge valve so as to connect the train-line to atmosphere and lower the trainline 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 discharge valve is closed. In releasing the brakes, the pressure in the equalizing reservoir and train-line are raised simultaneously so that the piston does not operate. If, however, two enginecrs valves are connected to the same system, and if one valve is moved to apply the brakes, the pressure on the train-pipe side of the equalizing piston of the other valve will be lowered. This has no direct eflect upon the discharge valve, since this di'l'lerence in pressure tends to hold the discharge valve more firmly on its seat. Ii, 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 unbalancing of pressure on opposite sides of the piston of the engineers valve not in use will be produced, since the equalizing reservoir of that engineers valve does not have its pressure raised simultaneously with the train-pipe pressure. "his unhalancing tends to move the equalizing piston of the engineers valve not in use so as to connect the trainpipe to atmosphere and to exhaust air from the train-pipe. This action will continue until by leakage past the equalizing piston 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. Consequently, it has been proposed heretofore to employ cut-out cooks for disconnecting the engineers valve not in use from the reservoir line. Obviously, an engineer may frequently neglect to out out the engineers valve not in use, or if it has been cut out, he may forget to cut it in again when he desires to use that valve once more, and may thus be unable to apply the brakes whenneeessary.

The object 01'' my nvention is to provide means for automatically rendering inoperative the equalizing discharge valve of the engineers valve not in use. I accomplish this by providing only a single operating handle for both valves and providing means for automatically.rendering inoperative the equalizing discharge valve of an engineers valve when the hands is removed. Or, viewed in another aspect, it consists in providing an auxiliary valve for rendering the equalizing discharge valve of an engineers valve inoperative and interlocking this auxiliary valve with the handle of the engineers valve.

In order that my invention may be readily applied to a standard form of engineers valve, my invention further consists in arranging the auxiliary valve in the exhaust passage of the discharge valve. This is an arrangement which requires very little modification of the standard engineers valve.

My invention further comprises other features, which will be apparent from the following specification, and which are more specifically pointed out in the appended claims.

In the accompanying drawings, Figure 1 represents a train of cars drawn by a locomotive having an engineer's valve at each end; Fig. 2 shows diagrammatically the brake system for the locomotive and a car; Fig. 3 shows a cross-sectional elevation of an engineers valve arranged in accordance with my invention; Fig. shows an enlarged cross-sectional view of the auxiliary valve; and Fig. 5 shows a plan view of the engineers valve with the handle removed.

In Fig. 1, A represents a locomotive, and A A represent cars drawn thereby. The locomotive is represented as an electric locomotive, d ouble-ended, with a motormans valve V at each end. The arrangement of the braking system is shown diagrammatically in Fig. 2. In this figure, C represents the air-compressor, R the main reservoir, and V V the two engineers valves connected to the main reservoir and provided with the equalizing reservoirs E and E. The engineers valves are both connected to the train-line r to which is connected in the usual 'manner on the locomotive and on each car, the triple valve 25, auxiliary reservoir a and brakerylinder I). H 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 engineers valves is shown in Figs. 3 and 5. The handle II is mounted on the squared top of the spindle of the valve V, and is provided with a shroud S arranged so that the handle can be removed only when the valve V is in lap-position. (3 represents the pipe connection to the equalizing 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 pressure in the passage 3, which is connected to the train-line. The equalizing piston carries the equalizing discharge valve 1, which, when the piston is raised, opens a connection from passage 3 to passage 5. This passage 5 in the ordinary engineers valve is open to atmosphere.

The operation of the equalizing piston and discharge valve in the ordinary engineers valve, in applying the brakes, has been described het'ore, but will be briefly recapitulated. 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 consequently unbalanced, the piston 2 lifting valve 4 from its seatand connecting the train-pipe to atmosphere? f/Vhen the train-pipe pressure has been lowered to equalizing reservoir pressure, the discharge valve 4 again closes. In releasing the brakes, the pressures on opposite sides of the piston 2 are raised simultaneously, and the piston remains inoperative. If, however, an 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. Consequently, when the pressure in the trainline is again raised in releasing the brakes, the pressures on opposite sides of piston 2 would be unbalanced and discharge-valve 4 would open, connecting train-line to atmos phere and wasting air. In order to avoid this action without employing any manuallyoperated cut-out cocks, I connect the passage 5 through the pipe 6 to chamber 7 inside the auxiliary valve casing '22, instead of to at mosphere. The arrangement of this auxiliary valve 1 is clearly shown in Fig. IVithin the chamber 7 is a longitudinally movable plunger 9, which carries a valve 8, and which is actuated by the compression spring 10, which tends to hold valve 8 against its seat and to break the connection between chamber '7 and the exhaust passage to atmosphere 11. 12 represents a pivoted member engaging the end of plunger 9. I'Vhen the handle is removed from the valve, the spring 10 holds the valve 8 closed, thereby closing the exhaust passage from the equalizing discharge valve, rendering the equalizing discharge valve inoperative. VVhen the handle is placed in position, as shown in Fig. 3, it engages the pivoted memher 12, rocking it on its pivot and forcing the plunger 9 inwardly, so as to raise the valve 8 from its seat and to connect chamber 7 to atmosphere. In other words, as long as the handle is in position on the valve, the exhaust passage of the equalizing discharge valve is connected to atmosphere in the usual manner, and the operation of the engineers'valve is the same as that of a standard valve, but when the handle is removed, the exhaust passage of the discharge valve is closed and the equalizing discharge valve is rendered inoperative. This action is entirely automatic and requires no attention from the engineer.

I do not desire to limit myself to the particular construction and arrangement of parts here shown, but aim in the appended claims to cover all modifications which are within the scope of my invention.

that I claim as new and desire to secure by Letters Patentot the United States, is,-

1. In an automatie airbrake system, in combination with an engineersvalve of the type employing an equalizing discharge valve, means "for automatically rendering the equalizing discharge valve inoperative upon a removal of the handle of the engineers valve.

2. In an automatic air-brake system, in combination with an engineers valve of the type employing an equalizing discharge ITO valve, means for automatically closing the exhaust port from the equalizing discharge valve upon a removal of the handle of the engineers valve.

3. In an automatic air-brake system, in combination with an engineers valve of the type employing an equalizing discharge valve, a valve adapted to render the equalizing discharge valve inoperative, and an interlocking connection between said valve and the handle of the engineers valve.

4. In an automatic air-brake system, in combination with an engineers valve of the type employ ng an equalizing discharge valve, a valve adapted to close the exhaust port from the equalizing discharge valve, and an interlocking connection between said valve and the handle of the engineers valve.

5. In an automatic air-brake system, in combination with an engineers valve of the type employing an equalizing discharge valve, means for preventing the removal of the handle except when said valve is in lap position, and means for automatically rendering the equalizing discharge valve inoperative upon a removal of said handle.

6. In an automatic air-brake system, in combination with an engineers valve of the type employing an equalizing discharge valve, means for preventing the removal of the handle except when said valve is in lap position, and means for automatically closing the exhaust port from the equalizing discharge valve upon a removal of said handle.

7. In an automatic air-brake system, in combination with an engineers valve of the type employing an equalizing discharge valve, means for preventing the removal of the handle except in lap position, a valve adapted to render the equalizing discharge valve inoperative, and operative connections between said valve and the handle ol the engineers valve.

8. In an automatic air-brake system, in combination with an cngineers valve of the type employing an equalizing discharge valve, means for preventing the removal of the handle except when said valve is in lap position, a valve adapted to close the exhaust port of the equalizing discharge valve, and operative connections between said valve and the handle of the engineers valve.

9. In an automatic air-brake system, in combination with an engineers valve of the type employing an equalizing discharge valve, a spring-actuated valve connected in the exhaust passage from the equalizing discharge valve and arranged to be engaged normally by the handle of the engineers valve and held open thereby and to be closed automatically by its spring when said handle is removed.

10. In an automatic air-brake system, in combination with an engineers valve of ing connections between said valve and the handle of the engineers valve.

12. In an automatic air-brake system, in combination with an engineers valve of the type employing an equalizing discharge valve, a spring-actuated valve controlling the operation of the equalizing discharge valve and arranged to be engaged normally by the handle of the engineers valve and to be moved by its spring when said handle is removed, and means for prcventing the removal of said handle except when the engineers valve is in lap position.

13. In an automatic air-brake system, in combination with an engineers valve of the type employing an equalizing discharge valve, a spring-actuated valve connected in the exhaust passage l'rom the equalizing discharge valve and arranged to be engaged normally by the handle of the engineers valve and. held open thereby and to be closed automatically by its spring when said handle is removed, and means for preventing the removal of said handle except when the engineers valve is in lap position.

14. In an automatic air-brake system, in combination with an enginecrs valve of the type employing an equalizing discharge valve, a spring-actuated pivoted member adapted to be engaged by the handle of the engineers valve when said handle is placed in'position, and a. valve controlled by said member and controlling the operation of the equalizing discharge valve.

15. In an automatic air-brake system, a plurality of engincefls valves each comprising an equalizing piston and discharge valve, a single removable handle to r operating any one ol said valves, means for preventing the removal of said handle from a valve except when the valve is in lap position, and means for automatically rendering the equalizing discharge valve of an engineers valve inoperative when the handle is removed.

16. In an automatic air-brake system, a plurality of engineers valves each comprising an equalizing piston and discharge valve, a single removable handle for operating any one of said valves, means for preventing the removal of said handle from a valve except when the valve is in lap position, and means for automatically closing the exhaust passage of an equalizing discharge valve when I each controlling the operation of an equalizthe handle 1s removed from that engineers ing discharge valve and adapted to be envalve. gaged by said handle when placed in position 17. In an automatic air-brake s stem on that ene'ineers valve. 5 a plurahty of engineer s valves each coinpris- 1 In Witness whereof I have hereunto set my I 5 ing an equalizing piston and discharge valve, i hand this 8th day of November, 1905.

a single removable handle for operating any GEORGE MACLOSKIE.

one of said valves, means for preventing the removal of said handle from a valve except 10 When the valve is in lap position, and valves itnesses.

BENJAMIN B. HULL, MARGARET E. W OOLLEY.