US883918A - Air-brake system. - Google Patents

Description

PATBNTED APR. 7, 1903. U. S. SMITH. R BRAKE SYSTEM.

APPLIGATNN MLM) APR.24,1907.

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ULYSSES S. SMITH, OF SACRAMENTO, CALIFORNIA.

Ain-nam SYSTEM.

No. 883,918. i

Specification of Letters atent.

Patented April 7, 1908.

Application led April 24, 1907. Serial No. 369,918.

T o all lwhom 'it 'may concern: t Be 1t known that I, ULrssns S. SMITH, a

citizen of the United States, residing at Sacr ramento, in the county ot' Sacramento and State of California, have invented certain new and useful Improvements in Air-Brake Systems; and I do declare the following to be a full, clear, and exact description of the' duce' an air braking system whereby t 1ere may be braked -by one control a much larger string of cars than is now possible with the present air brakingr systems, such regulation being accomplished by means of an automatic reduction of air at an intermediate point in the train line and by an automatic recharging ofthe same. This important object and many minor ones I accomplish by means of an auxiliary system of cylinders secured to locomotives or cars wherebythe air from the air reservoir of an intermediate 3o enginein a long string of cars will be automatically'controlled and used in braking the cars to the rear -of the said intermediate engine.. This automatic control and u'se is controlled by the reduction and recharging of air from the train line pipe on the train in front of said intermediate engine or car, the

initial control being, of course, in the hands of the engineerin the forward engine of the tram.

The exact -detail of construction and method Aof operation of this system will fully appear by a perusal ofthe following specifica- 1 several views.

Figure 1 isv a longitudinal section of the complete system. Fig. 2 is a vertical section of a rotary valve. Fig. 3 is aplan view of the under face of a rotary valve. Fig. 4 is a vsectional view taken relatively'on a line m of i, Fig. 2. Fig. 5 is-a top plan .view of a graduating valve. Fig. 6 is an end elevation of anair cylinder. Fig. 7 is' a pian view of the under face of `a valve. n

.Referring mere particularlyto the reference numerals on the drawings 1 represents a. cylinder connected at its iront end by means ot' a pipe 2 to the exhaust port of the brake cylinder through triple valve on a locomotive tender or car. Arran ed in said cylinder is a piston 3 having a rod 4 extending through l the rear end thereof and slidably connected therewith is an arm 5 secured to a rotary valve 6 having aseat 7, the ports in said valve being arranged in a manner and for a purpose as will appear.

A port 8 leads from the valve seat 7 to 'the atmosphere. Another ipe 9 leads from said valve seat to the cy inder 1 for the purpose as will appear. A pipe 10 leads from said valve seat to the front end of a cylinder 11. Said cylinder 11 is connected with the rear of the cylinder 1 by means of a port 12,

said port having a valve 13 in operative connection therewith within the cylinder 11. A. rod 14 connects said valve 13 with a piston 15 disposed in said cylinder 11, the normal position of said piston being near the iront oi the cylinder 11 a shown in Fig. 1, said normal position being maintained by means of a spring 16, having four or five pounds oompression.

. A pipe 17 leads from the cylinder 11 to the rear of the normal position of the piston 15, thence through a valve 18 operated by hand and set for number of cars on train line by a spring clip handle 19 and provided with graduatin ports 20, for the purpose as will appear. rom said valve said pipe 17 leads to a tank 21 from whence a pipe 22 leads .back to the cylinder 11 to the rear of a sto platela ada ted to limit the backwar movement of t e piston 15 for the purpose as will appear.

A pipe 23 is adapted to connect the valve box 6a of the valve 6 with the main air reservoir on a locomotive. Ports 24 lead from the valve seat 7 to a pipe 25 which enters an offset port 26 on a cylinder27, said port 26 opening into said cylinder 27. Near thel top o the ort 26 is a cross head 2 8 having ports 29, and in the lower end of said port 27 is a similar cross head 30 having ports 31.

Disposed through the cross heads 2 8 and 30 is a rod 32 having secured thereto, intermediate said cross heads, a iston 33, the normal position of said piston eing near the upper cross head 28, this normal position being maintained *by means 'of train. line pressure as Will appear, and s'ring 34 en; circling the rod 32 and bearing et'weers. the

top oi the cross head 28 and a stop plate 35 on said .rod 82, the tension 'of said spring will be strong enough to 'carry piston 83 to its normal position when. rotary valve 6 has closed, as 'wili appear. y

in the piston 88 are small port holes 36, for the purpose as operandi hereof. y

37 is a pipe leading `from the lower end of the ort 27 and adaptedto be connected with the rain line pipe onthc train in front of the intermediate engine, in a train line, while a similar pipe 38 leads from the rear of the lcylinder 27 and is adapted to be connected ywith the vtrain line pipe on the train to the rear of the intermediate engine.

Arranged in the cylinder 27 is a piston 39 having a rod 40 slidably mounted in the rear end oi' said cylinder, the normal position being substantially as shown in Fig; 1, this normal position being maintained by means ofva spring 41. A iced groove port 42 in the L side of the cylinder 27 entends trom the front to the rear of the said piston 39 when the same is in its normal position. Ports 43 are also arranged in. the sides of the cylinder 27 for the purpose of extending from the front to the rear of the piston 39 when the same is in its rear position in charging up of train line, as will appear.

Leading from the cylinder 27 is an atmos- I here port 44, a port 45 having a pipe 45l eading to train line governor, hereafter described, and a port 46 having a pipe 46 leading to a throttle governor which'is also described hereinafter. A valve 47 is connected with the rod and operates' over the ports.1 44-45 and46, the connecting ports in said' valve being described hereinafter'.

' -The pipe 454EL leads to the rear of a cylinder 48, a pipe 49 connecting the front of said cylinder to the main air reservoir on the engine. intermediate the entrance of the pipe 49 and' 'pipe 45, a pipe 50 connects said cylinder 48 to said cylinder 27 to the rear oi the point lof the backward position of the piston 3S).

Slidably mounted over the pipe 50 is a I valve 51 having a port.52 adapted to coincideuwith the port 51 underv certain, conditions, but. holding said port closed when piston 53 is in normal position, yas will appear.

Disposed in the cylinder 48 intermediate the port 4 5a and port 50 is a piston 53, the same haring a rod 54 secured to the valve 51 and having a spring 55 bearing between the rear of the piston 58 and the rear end of the cylinder 48, the pur ose and tension of said spring being set tort i in the modus operandi herein.

The pipe 46a leads to the iront end of a cylinder 56, there being a piston 57 disposed in said cylinder intermediate the entrance of said pipe 46a and the rear of said cylinder, said piston having a rod 58 leading to a lever will appear in the 'modus essere be equipped with the parts just enumerated.l

l/Vhen train of cars is so long as to require one or more engines the pipe 2 on such intermediate engines is connected with the eX- haust oi the triple valve on either the tender or engine driving brake .triple valve of said intermediate engine or on rea-r one of the forward cars. The pipe 87 is then connected to the main train line pipe of the forward string of cars, while the pipe 38 is connected to the train Yline pipe on the rear string oi cars. Forv the purposesof this description i will elucidate this device, by way of example, say of one intermediate engine with the forward string of cars amounting to about fifty, with a similar number to the rear. nience this description we will presume that both train line pipes, tore and rear, are charged with; the regular engineers brake valve regulation seventy pounds pressure, the engineers brake mechanism on the intermediate engine is cut ofi and the train pipe ol the iront section connected up with pipe 37 whilethe pipe 38 is connected to the train line of l the rear section while the method of automatically charging the rear train line will appear in the course o'f this description. The cylinder 27 being connected by pipesL 37 and 88 also carries seventy poundspressure, `both in front-and rear ofy train line say ol. ten pounds. By the time this reduction reaches the rear car of the front train line of fifty cars it usually amounts to about iive pounds and thus, through the 'pipe 87, reduces the pressure in the iront of the piston 3), thus causing the pressure to the rear of said piston to drive 1t forward. This action slides the valve 47 along 'irst opening the port 46 and permitting an airpressure to pass through the side 46a to the cylinder 56, thus ldriving the piston 57 backward, which action pulls on the rod 58 vwhich in turn pulls on the lever 59, thus causing the link 6.2 to release the escapenient lever 68, whereupon therod 58 pulls the throttle lever in such position as to close the throttle, thus shutting 'oil` the steam .iutomatically from said intermediate engine when the brakes are al'iplied.` The valve 47 then moves forward until a port 47 opens lto the atmosphere port 44 and I .figure that the five ounds reduction through thegpipe 87 coup ed with the frictional resistance of the piston 39 and its parts `will permit of a ten 59 pivoted by a link 60 to the throttle lever i As a hypothesis from which to corn-l llllv i makes an initial reduction 'from the main.

causes vents a in said valve to coincide with ,f

the ports 24. As this takes place a vent b in said valve connects the ort 9 with the atmosphere port 8 thus re 'eving the pressure in cylinder 1A caused by back movement of the piston 3. When the vents a open to the erts 24 the ninety pound pressureof air prom the main air reservoir through the pipe 23 passes through vents a, ports 24, pipe 25, ports 29 into cylinder 27, and as it does so forces thepiston 33 downward to retard the air from passing through pipe 37 The air passi G into the chamber 27 forces the piston 39 balhward to its position intermediate the passesaround through the s aid ports and ontniain line is being ed from the front engine. When the rear train line pipe and `cylinder 27 are charged to their normal pressure of sevent pounds the rotary valve 1s automatically c osedin a manner'as will appear, thus permitting spring 34 to carry plston 33 bac to its normal posltion, thus opening pipe 37 into chamber 27 again.

follows z-While the said rear train line pipe is charged as just described a vent c in the va ve 6 permits air to pass from the box (if into the pipe 10, thence into the cylinder 11, where it forces the piston 15 back against the stop plate 15a, thus causing the rod 14 to slide' the valve 13 over the port 12, thus closing it. The air then .passes through the pi e 17, thence through one of the ports 20 in the valve 18 and into the storage tank 21. When the pressure in said pipe 22, tank 21 and main reservoir isequahzed the pressure of said air combined with the spring 16- orces the piston 15 to its normal position as described, thus opening the port 12 and permitting the air to enter the cylinder 1 and force t e piston 3 to its normal position as described and incidentallycausing the valve 6 to rotate and close ports 24 and 10 and causing -a vent d to connect the ports 3 and 9, thus permittin the airto bleed from tank 21 through cylin ers 11 and 1 vto the atmosphere. I figure that the timeconsumed b the air in passing through the pipe 10, cy inderll, p1' 17, valve 18, tank 21, pi e 22, and ain tir'ou h cylinder 11 into cy indr` Ito the' time required to.

charge the train line pipe and then closing the ports 24 and 10 when said pipe line is charged as described. A more minute regulation is acquired in this respect. however, by means of the graduated ports 20. that size of port used being graduated according to the ength of the train.

The rear train line pressure is maintained and governed in the following manner z-The tension of the sprinor 55 is equal to twenty pounds pressure. he normal train line pressure is seventy pounds which is transmitted through the pipe 45a to the rear ofthe pist-on 53, thus making the total pressure on the rear of said piston equal ninety pounds. 0 The pressure .on the front of said piston is ninety pounds coming from the main air reservoir through pipe 49. Thus under ordinary circumstances the piston 53 is held at normal, thus causing the valve 5l to bold port 50 c1osed as described, son the. train line pressure reduces from its normal of seventy pounds, the pressure on rear of piston 53 reduces in the same proport tion, thus causing the greater pressure in the front of the said piston 53 to drive it backopemngs of the ports 43. Thus the air v ward, thus causing the port 52 to coincide with the port 50, thus permitting the ninety rechargs thehrear train'line p1 e again even ES the pounds uirpressure from the main air reservoir to ent-er through pipe 49 and thence through pipe 50 to cylinder 27, thus filling the deiiciency. When the normal pressure of seventy pounds is restored the piston 53 returns to normal as described, thus closing the port 50.

lVhen a reduction is made valve 47,"travels ahead and causes port e to connect port 45 The manner in which valve 6 is closed is as f and atmosphere port 44 allowing all air back of piston 53 to escape to atmosphere, thus causing the ninety pounds pressure in front of said piston to drive it as far rearward as possible thus blankingport 50, thus cutting ofi all pressure from main air reservoir. The object of this is to permit the controlling engineer to make several reductions withoutv permitting any main reservoir pressure to ass into tram lme durxn such reductions. hen when the pressure om the main air reservoir passes into cylinder 27 through valve 6 the excess pressure forces the valve 51 over port 50 andlretainsit there until the If forany reatrain line pressure is equalized, when said valve returns to its normal position ready'to open up port 50 as soon as train line pressure gets be ow seventy pounds.

"hcn the piston 39 returns to normal position after a reduction and rechargefas described a vent e in the valve47 connects the port 46 with atmosphere port 44, thus reieving the pressure from cylinder 56 and thus leaving throttle lever free to be A*used as desired.'

.A pin 39al is slidably mounted in the head of the cylinder 27- and isinalner'nent withthe rod 40. A string 39" bears between a coller 39 and Jelle heed of eylinder 2?. thus pin 39 resists any over forward movement of piston 39 allowing Iroo large n reduction.

A Sudden reduction. oifr l'ron'i the forward.' train pipe eeuses pistonx to be suddenly driven forward, striking pin 39 eoinpressing spring 39", :slidingI volvo Lvl? pesi pori. 44, Causing a, sudden redurtzion from rear izrnin pipe throwing hrekes into emergono):

The rtuluetion cylinder 27 operntive not onl)7 on loromotires, hut' een he plooi-d on n oer end eonneeted to zin interinedinti'e poini.` of n trein line where only one engine is used. The object of this is to permit'. of the nmkiin;- of a, reduction in the niiddle ol' e long train line, thus permitting unich quicker action in setting the brakes on the rear end :ind thus equalizing the braking power on the whole train line. n thus using` Cylinder 27 all the other parts would be eliminated.

In ease astiornge reservoir wus' used in con.- neetion with the cylinder 27 in its position just described all the other parts would he used, eXee 'it trein line governor i' seid `oir was piaeed on the enliioose. The ineeh-L :mism would then he used. to charge rear end of train line. This construction would he very beneficial onl :i lone' trnin or on ''he mountain graden where only one engine was used.

l liave-.prdvided in eonneerirm with the mechanism described herein nsignnl system in onse oi i-,lernngement of parte. i pi ie (ift will conneet port S with e signal whistle G5.. In case oi derengeinent cylinder 27 tary valve 6 would be eut ontV and piston 3 would be forced beek to its hnrkwe-rd position and the nir would eer-.ope through the whistle to atmosphere in rele-risingr hrnkes, notifying engineer on inerinedinte engine so that. he eould charge up the renr train pi ie. When it vrns charged up he would throw his engineers broke vulve on hip position, which allows the heed engineer to keep trnin pipe charged and set die breken.

Eneh section olt my devire will he provided with out'. out rocks so hni lhey rould he ruty out nt` :my time desired.

Thus it will he seen thaty l have produred nn improvement in. nir hrnke systems whereby the braking"` power will he supplied for several hundred ears in severnl trains under one control, whereas under the present teni very poor braking cnn he'done on more than fifty nrs While this deseription sets ioi'th in minute detail the present ronstrui'tion:ind nrrnngt`- ment oi pnrts oi the device, still in przu'tire many devizfxtions iroin such detnil muy he re Sorted to at `rill without deiinriinihr from the spirit or un.' nii'ention.

lin-Viner lisis desrrihed my inreniiim what' "l (',lnin'i :is non' :ind usr-lul :ind desire to se eurehy Letters Pett/'nt is;

l. ln nn zur braking system e ineens on nn and rointermediate een of a `trein line for euemetie elly reinforcing the trein line pipe pressure, and en udoinntie ineens in eonjunetion therewith foi-'governing the pressure te rear thereof, as speeifieo. 7@ in an air braking s isern e. mes-.ns on intermediate eer for reinoreing Jdie iirein line pres-eure, nieuwe iler opening; seidA lirs named inea.. hy exhaust from bre-'lie cylinder through triple faire onsziid eer, and niozins-ioi. nuloinetieelly'slintin' or? seid tirer, named ineens when the iunwoni. hereol' are performed, ne speeiiied.

3. ln mi nir braking system auxilio-Ey reu duction cylinders connected to `the trein'line pipe :it inerniedincte points, sind automatic rerherging ineehnnisinsi'n ol'ierniive conneetion with seid reduetion cylinders end with the heed engine, ns lortxh.

4. in nn nir hrnkinrA- sysiein auxiliary reehnrging cylinders o' flied to the trein line' )ipe at inici-mediato points thereof, and eurer L, ilinry4 reduction ineehanisnis in operative v f) Connection lhereii'ith end with the head engiiiiie, nnsperilied. i

ln en nir braking sietein rotary charging valves eonneeier 'lo intermediate points of rho trein line pipe, mennsfor een Vering main reservoir preesure to seid vulves, and ineens for automatically opening nud-closing; seid valves, es speeiie'd.

t5. in nn' nir hreking srseni rotary charging valves inneeted to intermediate points of the trein line pipe, ineens for Con-mV vering' ninin reservoir pressure to sell valves, ineens 'l'or nuioinaieelly opening seid valve with the exhaust, from the 'brekeeylin der through triple roi-fes nearest seidy reirhnrgino veines, and ineens for ninoinniii- :illy rlosingvseid volvere when. the trnin line is ,05 rhnrged, :is deserihed.

T. ln :in nir hrnkine' s. vulves' ronneried'o the irnin line pipe at ire ierinmlinte points therri'ii, menne 'lor een# vering ninin nir reservoir pressure to seid. lo

vulves. menne for nntoinniirnlly open. v sind Cidres wiih hi exhaust nsissure from hrhrnke rjvlindor through triple nearest. snid lirst ininied vulves :ind loi' nuionuiiienllr oto-sin;` sniff thi` ninin reservoir nr v H. in :in nir ln'nkingq; sistem n vulve :il nn interznedinte point' in i" Voir nir ilnessure thereto, nirnns for :iuo- 3g@v ninirnlljv opening; und closing; Suid rolve, e redui'lion rjfliiider eonner'ted to snid valve und to the trein line pide, n trninline gow orner in winner-Hon Wit i snid cylinder. and :in :iuonni'ie ineens in ronneeion with midI @vlinder i'or rinsing the throttlefvnivmof e loi'oiuoiw when i. reduction i:1*r.l .i"i ii'ie i'rziin line, :as sind l'or 'ne purpose "in t). ln :in nir hrzike syst'oni-n ejfhnc neeted to the exhnnst port ol" n. t "e voire, L50

,valve to a v:Beanie a piston arranged in said cylinder, a rod secured to iston and extending through the rear of said cylinder, a rod slidably mounted on said rst named rodl andconnected to a rotary valve, means connecting said valve to the main air reservoir, and means yconnecting the traindine pipe to 'said valve, as set forth.

i0. ln an air brake system a cylinder connected to the exhaust of a brake cylinder through a triple Valve, a piston in said cylinder, a rod extending from said piston through the rear of said cylinder, a rod slid ably connected to said first named rod and to a rotary valve, a port leading from said cylinder beside said first named cylinder, a port leading from the rear of said last' named cylinder to the rear of said first named cylinder, a piston in said last named cylinder having its normal position main -tained near the front of said cylinder' by a spring, a rod on said piston, said rod being connected with a slide valve adapted to operate With said port, a stop plate in said cylinder adapted to regulate the backward movement of said last named piston, a pipe leading from said last named cylinder at a point intermediate the normal position of said last named piston and said stop plate, thence through a graduating valve to a tank, a pi e leading from said tank to said last name cylinder at a point intermediate said sto` plate and said port, a port leading from said first named cylinder to the valve seat of said ,yalve, means for connecting said .last named port to the atmosphere with said valve, means for conveying main air reservoir pressure to said valve, and means connectin said valve with the train line pipe, as set fort il, In an air brake system-a valve, means 'for connecting the valve with the main air `reservoir pressure, means for automatically opening said valve with the exhaust from brake cylindery through a triple valve, means for automatically closing said valve with said main reservoir pressure, a reduction cylinder connected with said valve, means 'connecting said cylinder to the train line pipe, means for taking an increased reduction from the train line pipe to the rear of said cylinder by means of the vreducti n from the front train line pipe, and an aut matic means for maintaining normal tr lI1 line pipe pressure in said rear train line pipe, as specified.

12. ln an air brake system a reduction cylinder connected at an intermediate oint in the train line pipe, means for sup ying main air reservoir pressure to said cyiinder, a train line pressure governor consisting of a cylinder, the rear end thereof being connected to said rst named cylinder, a ipe connecting the front ot' said last namedjcylinder to the main air reservoir, a piston 1n said last named cylinder, a rod thereon, a s rin on said rod bearing between the rear o sai iston and the rear of said cylinder, a port ending from said lastV named cylinder intermediate the forward end of said piston and said cylinder, and av valve secured to the iston rod and adapted to co-act with said ast named port, as specified 13. In an air brake system, means for automatically taking a reduction at an intermediate pint in a train line, a means for autematica ly closing the throttle valve of an intermediate engine when said reduction is taken, said closing means consisting of a cylinder arranged near the throttle lever, a piston in-said cylinder, a rod on said piston extending outward and secured to the throttle lever, means on said rod for releasing the esca )ement on said lever, a pipe leading from said cylinder to said r uction means, and means for permitting air pressure to enter said pipe when va reduction is taken, as set forth. Y Y

ln testimony whereof l affix my signature in presence ot two Witnesses ULYSSES S. SMTH. Witnesses PERCY S. WEBSTER, Gao. l?. ROBINSON.

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