US952299A

US952299A - Air-brake.

Info

Publication number: US952299A
Authority: US
Inventors: William S Bilbrey
Original assignee: Individual
Current assignee: Individual
Priority date: 1909-08-12
Filing date: 1909-08-12
Publication date: 1910-03-15
Anticipated expiration: 1927-03-15

Description

W. S. BILBREY.

AIR BRAKE.

APPLIGATION FILED AUG.12.1909.

Patented Maw. 15, ww.

www.

2 SHEETS--SHEET l.

LIQ amarag @3227@ W. S. BLBREY.

AIR BRAKE.

APPLIGATION FILED AUG.12, 1909.

@Howe/130 2 SHEETS-SHEET 2.

Patented Mar. 15, 1910.

n sfrafri'is WILLIAM S. BILBREY, OF WEST POINT, GEORGIA.

AIR-BRAKE.

, Specification of Letters Patent.

Application led August 12,1909. Serial No. 512,558.

`certain new and useful Improvements in Air-Brakes, of which the following is a full,

, clear, and exact description, reference being had to the accompanying drawings, in which- Y .Figure 1 represents a diagrammatic view yof my improved apparatus; Fig. 2 a vertical sectional view of the automatic cut-olf between the triple Valve and the auxiliary reservoir; Fig. 3 a vertical sectional view of the automatic bleed valve between the triple valve andthe doubley check on the engine and the tender; Fig. 4 is a sectional view showing one form of a double check valve located at the juncture of the automatic-air pipe and the straight-air pipe. Fig. 5 is a vertical sectional View of valve 47 the function of which is liereinaftei'set forth.

In a former patent No. 869,543 granted to ine October 29 l07, I have covered an appai'atus which s"`adapted to be attached to the engin ers valve ofa standard air` brake equipmen without material change in con-- struction of said valve whereby the engineer may, by manipulation of the usual handle attached to said valve, apply the brakes on the locomotive and tender by straight-air from the main reservoir on the locomotive, the apparatus being adapted to permit the brakes on the locomotive and tender to be applied by straight-air simultaneouslyi-Wit-h the application of the brakes on the cars by automatic air in the usual way, or to set the engine brakesseparately and leave the train brakes unapplied, or to release the en ine brakes and leave the train brakes applie or to'release the train brakes and leave the` engine brakes applied. This prior apparatus' of mine does not interfere with the usual operation of the regular engineers valve nor necessitate any change in the construction or arrangement of the parts of the sanie,and by its use loss of air is avoided as there are no auxiliary reservoirs or triple valves on the locomotive or tender to be exhausted or operated. This apparatus also enables the piping on the locomotive to be reduced, which, together with the omission of the usual triple valves and auxiliary reservoirs, materially reduces the cost of equipment of the engine. Furthermore the. brakes on the engineand tender are more quickly applied andv released than with the apparatus theretofore employed. In the practical use of my patented apparatus, however, I have found it desirable that the equipment on the locomotive should be so constructed and arranged that in addition to applying the brakes on the locomotive and the tender by straight-air from the,

main reservoir, such brakes should be also put under the control, under certain conditions, of the automatic air from an auxiliary reservoir, so that any reduction of pressure in the regular train pipe will automatically apply the brakes on the locomotive and tender,` provided Such brakes have not alread been applied byl means of the straightair evices by the engineer. The provision of such means is desirable especially in order that should the train break in two or a leak should occur. in the connecting hose the brakeson the locomotive andtender shall be automatically applied at the same time that the brakes are on the remaining units in the ti'ain. It is also desirable when the engine is ruiming tandem to a preceding locomotive which, as is the usualpractice, has control of the entire braking apparatus of the train, so that the locomotive and its tender runv ning second shall be subject to the action of the automatic air appliances just as is each one of the other units in the train, as more fully hereinafter set forth.

As my resent improvements are especia-lly applicable to thev apparatus covered by my former patent I have shown them in connection with a diagram of the apparatus of my patent, and for the sake vof clearness I will use the same reference-characters so far as is possible. v

, In the drawing a designates the usual engineers valve from which a pipe b leads to the main reservoir and a pipec tothe. usual main train-pipe d, s'aid pipe c being provided witlia cut-o of the usual construction to permit the engineers valve to 4be rendered inoperative when the engine is running tandem.

e is apipe connected tothe brake cylinders on the locomotive and the tender, said pipe bein connected to the straight-air pipe 10 Patented Mar. 15, 1910.

whic in turn is connected to a pipe 9 lead- @g @sacca thrown into pipe 9 will pass into the brake cylinders on the locomotive and tender and apply the brakes, while the air that passes into pipe 15 will hold the release 'valve closed; and when the handle is adjusted back to running position the port -leading to pipe 9 will be closed and pipe 15 will be opened to the atmosphere, thus'permitting the air in pipe 10 to open the release valve and exhaust the brake cylinders direct tothe air and release the brakes. ln my present construction 1 have 4introduced into pipe 10 a pressure reducer 31, of any ordinary construction, whereby an excess of ressure in the brake cylindersis rendered impossible.

At the juncture of pipe 10 to pipe e 1 Join the automatic-air pipe 32, which leads to. a plain triple valve 35 and thence to an auxiliary reservoir 33 and is connected to the train pipe d through said triple valve by a branch pipe 34. At the juncture of

pipes

10, 32 and e 1 place a double check valve 35 oi' the well known type, so arranged that when air is let into the straight-air pipe 10, the valve will close pipe 32, and vice versa. Between the triple valve and the auxiliary reservoir l attach to pipe 32 an automatic cut-o 37, which normally stands open so as to have normal free communication bet-Ween the auxiliary reservoir and the triple valve connected by a pipe 40 to the aforesaid pipe 9. A branch 41 of this pipe leads to a cyl-l inder 42 in'which works a piston 43, which piston is attached to a 'valve 44, located in pipe 32 at a point beyond the triple valve. r1`his valve 44 is normally held closed by a spring 45 bearing on top ot its piston and is adapted to be opened toplacc said ipe 32 in communication with the atmosp ere through ports 46 whenever air is thrown under the piston 43 by means of the branch pipe 41. i

In pipe 9, at a po' t between its connection to pipe 40 and pipe 10, is inserted a check valve 47, which is normally held closed but which is adapted to automatically open after a predeterminedpressure has accumulated in pipe 9, the object of this valve bein to temporarily check the initial flow of air from pipe 9 to pipe 10, so that before air enters theI brake pipes, a" portion of the initial How will be shunted intopipes 40 and 4l and caused to simultaneously operate the

valves

44 and 37.

It will be observed that when the engineer throws straight air into the brake cylinders on the locomotive and tender, the valve 37 will be closed and held closed while the brakes are on, while the valve 44 will be opened and held open while the brakes are on, thus cutting out temporarily the automatic air. The valve 44 is a precautionary device simply, it being designed simply to open pipe 32 between the triple valve and l the double check valve 36 tothe atmosphere,

so that in case automatic air has leaked past the tri le valve into pipe 32 it will be eX- hausted) to atmosphere and be thereby prevented from interfering with the closing of the pipe 32 by double check valve 36. r1`he closing 0f valve 37, cuts out the auxiliary reservoir completely while the brakes are held applied by straight-air on the locomotive and tender, so that a reduction in the main train pipe can have no eect upon the triple valve or the .auxiliary reservoir on the locomotive. When the straight-air is exhausted from the brake ipes through releasev valve 13, as `herein efore described, valve 44 will lautomatically close and valve `37 will open and thus restore the automatic devices to operative position. After the flow of air through pipe 9 is stopped and the brakes are fully applied the valve47 will close, and in order to equalize the pressure on both sides of this valve and to permit the upper portion of pi e 9 to exhaust through release valve 13, provide apsniall opening 48 in the partition wall in this valve. llt will be observed that unless thel brakes on t-he locomotive and tender are applied in the manner above set forth, any reduction of pressure in the main train pipe vwill actuate the triple valve 35 and let air from the auxiliary reservoir into the brake pipes e, the passage of air past the double check 36 serving lto close the-straight-air pipe 10 and thus cut out the straight-air appliances.

r1`he cut od 37 1may be constructed in any suitable manner but ll prefer. constructing it substantially as shown in Fig. 2. To the vicc 38, and between the

stems

51 and 49 is a pin or rod 52 normally held up against stem 49 by a spring 53. The upper end of tub 50 is bevel d at 54 to form a seat for a valve 55, and thel lower end of said tube is beveled at 56 to form a seat for valve 57. The piston 38 is normally pressed downwardly by means of a spring 58 and the pin` 52 and spring 53 are of such length that when the piston is down the valve 55 may close tightly against its seat 54 and when the piston is raised and its valve 57 is closed against seat 56 the main valve 37 will be held tightly against its seat. rlhe motion is transmitted by the spring, the pin serving simply as a guide or support for the sprlng. Supplemental valve 55 prevents leakage down past the stem 49, and the valve 57 prevents leakage when the piston is at lthe upper extremity of its stroke. This construction therefore is a highly desirable one, but it will i be understood that any other form of cutoiil may be employed Without departing from the spirit of this invention.

It willbe understood that should the engineer desire to release the engine and tender brakes immediately after they have been applied automatically in the manner here- 20 in set forth and before he has re-charged the train-pipe, he may do so by first moving his brake-valve to straight-air position for just a moment, then to lap and then vent pipe l by means of the thumb-lever 20 described in my hereinbefore-mentioned patent. It will be observed also that when the train-line is reduced to apply the trainbrakes after the engine and tender brakes have been applied by straight-air, lthe automatic devices will nevertheless remain cut out until the train-line has been re-charged to a pressure aboutequal to thepressure which is cut oil' in the auxiliary reservoir, whereupon the train-line pressure Will open cut-out valve 37 and thus automatically cut itself in again in readiness for automatic service.

Having thus fully described my invention, what l claim as new, and desire to secure by Letters Patent,

1. In combination with a Huid pressure brake system embodying means for applying the engine brakes by straight air and also by automatic air, of cut out devices adapted to cut out the automatic means when the straight air means are operated, said cut out devices embodyig a valve between the triple valve and-the a xiliary reservoir on the engine, said valve eing normally held open by pressure from the said auxiliary `reservoir.

2. In combination with a fluid pressure air brake system, means connected to the engineers valve for manually controlling the introduction of air from the main reservoir and tender, automatic means for introducing air from the auxilary reservoir on the locomotive into the aforesaid brake cylinders, said means being o erable by variation of pressure inthe/tram pipe independently of the engineer-s valve, and means for cutting out the lautomatically controlled meanswhen the manual means are operated, this last named means .operating to cutl out w the auxiliary reservoir only from connection into the brake cylinders on the locomotive With the brake cylinders on the locomotive and tender. I

3. In combination with a lfluid pressure air brake system embodying means for supplying straight-air to the brake cylinders on the locomotive and tender, of means connected to said straight-air devices for automatically introducing air from an auxiliary reservoir into said brake cylinders, for the purposes set forth, said means consisting of a cut off between the auxiliary reservoir and the triple valve on the locomotive and means for operating said cut off when straighty air is applied.

4. In combination with a Huid pressure air brake system embodying means for supplying straight-air to the brake cylinders on the locomotive and tender, of means connected to said straight-air devices for automatically introducing air from an auxiliary reservoir into said brake cylinders, and an automatic cut-ofi between the auxiliary res- Y ervoir and the triple valve on the locomotive.

5. In combination with a fluid pressure lair brake system embodying means for supplying straight-air to the brake cylinders on the locomotive and tender, of means connected to said straight-air devices for automatically introducing air from an auxiliaryl reservoir into said brake cylinders, an autov matic cut-ofi' between the auxiliary reservoir and the triple valve on the locomotive and an automatic bleed valve beyond the triple valve. y Y

6. In combination with a fluid pressure air brake system embodying means for supplying straight-air to the brake cylinders on the locomotive and tender, of means connected to said straight-air devices for automatically introducing air from an auxiliary reservoir into' said brake cylinders, al1 automatic cut-ott' between the auxiliary reservoir and the triple valve on the locomotive, an automaticI bleed valve beyond the triple valve and means whereby the said cut-ofi' and bleed valve are operated by straight air when straight-air is supplied to the brake cylinders, for the purposes set forth.

7. Acut-of kfor fluid pressure brake cylinder systems, consisting of a valve casing having attached to it a cylinder, a piston Working in said cylinder, a tubular bushing in the cylinder and having a valve seat at each end, a valve in said valve casing Vprovided with a valve seat and a stem Working in said bushing, a spring for normally actuating the piston, a valve andstem carried by the piston, for the purposes set forth.

8. A cut-off of the type set forth, comprising a valve casing, a cylinder attached thereto, a valve'in the casing, a piston Workin in said cylinder, a tube between said va ve and saidpston having a seat at each end, a supplemental valve carried by the of saidl seats andl a Valve carried .by the piston and adapted to seat against the sem: carried :it the other end of seid tube.

9. n combination with a, iiuid-pressure brake system embodying ineens foi'v applying the engine and tender brakes by smight siii' and also by automatic air, of eut-oufJ devices adapted to out out the automatic means when the straight-air ineens are opeif i@ ated, said eut-outidevices embodying ineens whereby the cut-out is maintained operative until eective pressure is restored in the signature in the presence of two Witnesses l5 this 10 day of Aug. 1909.

I 1i/"VH'JLAVJ S., BLBREY. *Witnessesz Amos Hmfnmy, S. FULLER.