US903077A

US903077A - Air-brake.

Info

Publication number: US903077A
Application number: US36998507A
Authority: US
Inventors: William P Gentleman
Original assignee: Individual
Current assignee: Individual
Priority date: 1907-04-24
Filing date: 1907-04-24
Publication date: 1908-11-03
Anticipated expiration: 1925-11-03

Description

W. P. GENTLEMAN.

AIR BRAKE.

APPLICATION FILED APR. 24, 1907.

Patented Nov. 3, 1908.

3 HEETB-SHEET 1.

avwentoz THE'NORRIS PETERS c0.. wnsnmaran, n. c,

W. P. GBNT'LBMAN.

. AIB, BRAKE. APPLICATION rum) 23.24, 1901.

Patented Nov. 3, 1908.

I a snss'rs snnm 2.

(\i N N 9% Witnesses W. P. GENTLEMAN.

AIR BRAKE.

APPLICATION FILED APR. 24, 1907.

Patented Nov. 3, 1908.

3 SHEETS-SHEET 3.

anucnfoz 11% in wow:

WILLIAM P. GENTLEMAN, OF BEATRICE, NEBRASKA.

AIR-BRAKE Specification of Letters Patent.

Patented Nov. 3, 1908.

Application filed April 24, 1907. SerialNo. 369,985.

To all whom it may concern:

Be it known that I, WILLIAM P. GENTLE- MAN, a citizen of United States, residing at Beatrice, in the county of Gage and State of Nebraska, have invented certain new and useful Improvem ents in Air-Brakes, of which the following is a s ecification.

My invention re ates to improvements in air brake systems, and has particular reference to an improved form of ressure-retaining valve; the object of the lnvention being to insure better regulation and control of the system, by preventing and equalizing any leakages which might ordinarily occur in the system.

A further object of my invention is to protect the equipment by furnishing means for the effective control of the air, such means serving to automatically replenish the air lost by leakage in the system and thereby do away with a constant source of danger.

With these and other objects in view, my invention consists of a pressure-retaining valve embodying certain novel features of construction, combination and arrangement of parts substantially as disclosed herein.

Figure 1, is a plan view of my invention as applied to the ordinary air brake equipment of a car. Fig. 2, is a sectional view through the re 'ulating cylinder of my device, arts being roken away. Fig. 3, is a detai sectional view of the check valve used in con-, nection with the cylinder. Fig. 4, is a transverse sectional view taken on the line 4-4 of Fig. 2. Fig. 5, is a similar view taken on line 5-5 of Fig. 2. Fig. 6, is a plan view of a slightly modified form of slide valve used on the engineers valve in connection with my improvements. Fig. 7, is a plan view of the invention applied to the engine equipment of a train.

My invention is readily adaptable for use in connection with any of the ordinary air brake systems now in common use, and in the accompanying drawings I have illustrated the same as ap lied and in use with the well known New ork air brake system.

Referring first to the ordinary car equipment, shown in Fig. 1: the numeral 1, designates the auxiliary reservoir, 2, the brake cylinder, 3 the triple valve, 4 the train line pipe, and 5 the conductors valve, all of these parts being common and well known in the art so as to need no further description here. My invention consists of a cylinder 6, of convenient size, having the usual cylinder heads 7 and 8, and in the cylinder is arranged the piston head 9, secured upon the piston rod 10. The forward cylinder head is formed with a central raised portion or neck 11, through which the iston rod passes, and the mouth of this neck is formed with a valve seat 12, therein. A valve head 14, is carried on the outer end of the piston rod, which is adapted to engage the valve seat 12, and by-pass grooves 15, are formed in the piston rod or valve stem to form communication between the valve and the interior of the cylinder. A nipple 16, is mounted upon the cylinder head inclosing the exposed end of the valve stem, and the nipple is provided with a perforated abutment wall 17, so that the movement of the piston is limited by the valve seat and abutment wall. A pipe 18, connects the nipple with the train plpe. A second pipe 19, is secured in the forward cylinder head which by means of the connecting pipe 20, establishes communication between the brake cylinder and the regulating cylinder. A bridging pipe 21, forms an external connection between the two ends of the regulating cylinder, this pipe entering the cylinder on each side of the piston head therein, and a check valve 22, is arranged in the bridging pipe 21, so that by means of the connecting pipe 23, which is connected to the exhaust port of the triple valve (in the case of the car equipment), fluid may be admitted to the rear end of the regulating cylinder, the check valve in the bridging ipe serving to prevent admission of fluid to t e front end of the cylinder and at the same time, acting as a relief valve to the front end of the cylinder.

In Fig. 7, an engine equipment is illustrated provided with my improvements. In this case, the bridging pipe 21, is connected to an extra port 24, formed in the engineer s brake valve, by means of the connecting pipe 25, the said pipe 25 entering in the seat of the engineers valve. This extra port in the engineers brake valve is shown more clearly in Fig. 6. The central pipe 18 in the head of the regulating cylinder is connected with the main reservoir 26, by the piping 27, and the other inlet pipe 19, is connected to the train pipe 4. This port 24 is attached at graduating valve, slide valve being pulled off port, and when reduction is made, gradually closes port. When an emergency application of air is made,it opens up port 24 to train line. Thusport 24,is governed by the graduating valve to overcome the fiuctuatingin train pipe pressure.

From the foregoing, the operation of the.

. pipe, the auxiliary cylinder on the car-equipment is charged by means of the pipe '19, with air of the same pressure as that in the brake cylinder. This air from the brake cylinder enters the auxiliary or pressure 'r'e taining cylinder on the forward side of the piston therein, forcing the piston over and closing the piston valve, then flows through the bridging pipe past the check valve therein to the rear end of the cylinder. The

ressure retaining cylinder is thus charged at both ends. More or less leakage is bound to occur in the system and ordinarily this leakage would cause a reduction of pressure in the brake cylinder and a consequent loss in the braking power, but this difficulty is overcome by the use of my improvements. Assuming the auxiliary pressure retaining cylinder to be fully charged with air from the brake cylinder, and thepistons therein-to be balanced with the equal ressure on both sides thereof. Now if any eakage should occur in the system, the pressure in the brake cylinder is reduced and a similarreduction is made in the pressureon the forward side of the piston in the auxiliary cylinder, since the, forward end of the cylinder is connected direct to the brake cylinder. The check valve in the bridging ,pipe forms a stopto prevent the air from the rear side of the piston head from flowing back to the forward end thereof, so that the entrapped air in the rearcompartment expands, thereby forcing the piston over and unseating the valve'head on the piston rod. This forward motion of the, piston thus opens communication between the train pipe and the forward end of the auxiliary cylinder, and the air then flows from the train pipe through'the perforated abutment wall,. ast the valve stem, into the forward end of the cylinder, and out through pipes 19 and 20, back to the, brake cylinder. This How continues until the pressure in the brake cylinder reaches its original dimensions or slightly in excess thereof, so that the superior pressure in the forward end-of the auxiliary cylinder forces the iston therein back to its former position, 0 osing the pis ton rod valve, and the brakes remain set at their original pressure. By this means whenany accidental reduction in the pressureoccurs, the brake cylinders are automatically restored" to their original pressure. The same pressure is thus retained in the brake cylinder at which it was applied.

When the brakes are released, the triple valve moves back,.opening up exhaust port and releasing the air from the auxiliary cylvinder, thereby leaving the cylinder empty or V V free of compressed air as it was in the beginning. The Invention also provides for holding the brakes at a set pressure 'while re g V charging the auxiliary reservoirs.

When areduction is madefor setting the I Y brakes, the exhaust port 30, is uncovered for exhaust of the train pipe. After the required exhaust has taken place, the'small valve'31, moves over-to cover the port 30.

After reduction, this small valve covers the exhaust portand the extra'port 24:, then if any leakage occurs in the train pipe, the valve 31, moves away from thejport 24,

thereby reducing the pressure in the forward end of the compensating cylinder, the'piston in the cylinder is forcedover, thereby opening thepiston rod valve, andthe air'from the main reservoir-flows past said valve into the] forward end of the cylinder and out the pipe 19 to feed up the train pipe and return all valves to required position.

It will thus be'seen that should any leak: age occur in the system, and the pressure become reduced in the brake cylinders, it is automatically restored to the original pressure by means of the compensating action of the pressure retaining-cylinder. 7 From the foregoing description taken in connection with the drawings, it will be evident that my invention forms a valuable attachment to any air brake systenngreatly in creases the efficiency and reliability thereof, and-further, it will be obvious that all the results herein set forth as the objects of the invention, are accomplished in a] practical and satisfactory manner. I claim: V V

1. The combination with an air brake sys-j tem, of a compensating cylinder and piston therein for automatically controlling ad'- mission of'air from the train pipe to the brake cylinder, said'compensating cylinder adapted to compensate for the loss due'to leakage in the system.

2. The combination with an air brake cyli tem, of a compensating cylinder connected to the exhaust from the triple valve and controlled by the pressure in the brake cylinder, to store and hold the pressure in the brake cylinder.

4. In combination with a fluid pressure brake system, auxiliary cylinders having pistons therein, valves on the piston rods of the pistons, said valves serving to open communication to the train pipe, the cylinders being connected to the brake cylinders.

5. In combination with a fluid pressure brake system, of auxiliary cylinders having pistons therein, valves on the piston rods of the pistons, said valves serving to open communication to the train pipe, the pistons bein controlled by the pressure in the brake cy inder, said auxiliary cylinders being connected to an extra port on the triple valves.

6. In an air brake system, the combination with brake cylinder, auxiliary reservoir and train line, of a cylinder connected to the brake cylinder and train line, a piston in the cylinder, a valve in the connection to the train line controlled by movements of the piston, and connections from the ends of the cylinder to the triple valve.

7. In an air brake system, the combination with brake cylinder, auxiliary reservoir and train line, of an auxiliary cylinder connected to the brake cylinder and train line, a piston in the auxiliary cylinder, a valve in the connection to the train line controlled by the movements of the piston, a bridge pipe between the opposite ends of the cylinder, a check valve in said brid e pipe, and connections between said bridging pipe and the triple valve.

8. In combination with a fluid pressure brake system, a cylinder and piston therein, a bridge pipe between the ends of the cylinder, an inlet to one end of the cylinder, a feed opening in one end of the cylinder, and a valve carried by the piston to close the feed opening.

9. In combination with a fluid pressure brake system, a cylinder and iston therein, a bridge pipe between the en s of the cylinder connected with the triple valve, an inlet in one end of the cylinder connected to the brake cylinderyand a feed valve in one end of the cylinder in communication with the train pipe.

10. In combination with a fluid pressure brake system, a cylinder and iston therein, a bridge pipe between the en s of the cylinder, an inlet to one end of the cylinder, a feed opening in one end of the cylinder, and a valve carried by the piston to close the feed opening, the piston being actuated by reduction of pressure due to accidental loss of pressure in the brake cylinder to open the ieeld valve and supply air to the brake cyl- 1n er.

11. In combination with a fluid pressure brake system, a cylinder and a piston therein, a bridge ipe between the ends of the cylinder, an inlet to one end of the cylinder, a feed opening in one end of the cylinder, a valve carried by the piston to close the feed opening, the inlet being connected to the train line, the feed valve to the main reservoir, and the bridge pipe to the engineers valve.

12. In combination with an air brake system, a compensating cylinder and a piston therein, an inlet to one end of the cylinder, a feed openin in one end of the cylinder, a valve carried by the piston to close the feed opening, connections between the inlet and the train pipe, connections between the main reservoir and the feed opening in the cylinder, and connections between the engineers valve and the ends of the cylinder.

13. In combination with an engineer s slide valve having an extra port therein, a leakage compensating cylinder, connections between the extra ort in the slide valve and the ends of the cy inder, a piston in the cylinder, a feed opening in the cylinder connected to the main reservoir, a valve for the feed opening carried by the piston, and an inlet to the cylinder connected to the train pipe.

14. In combination with fluid pressure braking systems, compensating cylinders provided with feed openings in conmunication with the train supply pipe, an automatically operated valve to control the feed openings, connections from the ends of the compensating cylinders to the triple valve, and connections from the compensating cylinders to the brake cylinders.

15. In combination with fluid pressure braking systems, compensating cylinders rovided with feed openings in communica tion with the main reservoir, an automatically operated valve to control the feed openings, connections from the ends of the compensating cylinders to the engineers brake valves, and connections from the compensating cylinders to the train pipe.

16. The combination with an air brake system, of a compensating cylinder having a feed opening in communication with the main reservoir, an automatically operated valve to control the feed opening, connections from the ends of the compensating cylinder to the engineers brake valve, the said engineers brake valve having an extra port to register with such connections, and connections from the compensating cylinder to the train pipe.

In testimony whereof I afllx my signature in presence of two witnesses.

WILLIAM P. GENTLEMAN.

Witnesses:

AUGUST SOHAEFER, O. J. MoOoLL.