US992564A - Air-brake system. - Google Patents

Description

G. IGKBS. AIR BRAKE SYSTEM. APPLICATION FILED OCT. 15, 1909.

Patented May 16, 1911.

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G. L. IOKES.

AIR BRAKE SYSTEM.

APPLICATION FILED 001'. 15, 1909.

Patented May 16, 1911.

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G. L. IGKES.

AIR BRAKE SYSTEM. APPLICATION FILED 005m 15, 1909.

Patented May 16, 1911.-

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of Pennsylvania,

and useful Improvements in Air-Brake,

UNITED STATES PATENT orator...

GEORGE L. IQKE$, 0E NEWPORT, PENNSYLVANIA, ASSIGNOR T0 SIDMA ICKE 0F ALTOONA, PENNSYLVANIA.

AIR-BRAKE SYSTEM.

To all whom may concern:

Be it known that I, GEORGE L. IoKE's, a citizen of the ,United States, residing at Newport, in' the'county of Perry and State have invented certain new Systems, of which the following is a specification.

This invention relates to air brakes, and air brake mechanism on railway cars, and has for its primary object the feature of putting the control of the entire train in the hands of the engineman or engineer, and to this end thepresent invention contemplates specific improvements in the present air brake systems that are in common use on railway trains of'today, and in order that a clear understanding of the present invention may be easily'arrived at I will briefly describe in a general way the complete system as now found onrailway trains, and show locomotive. The main air reservoir or St/QIF.

wherein'fnyimprovements are a. necessary feature to the safe handling of trains on long and heavy grades.

on railway trains'of the present type consists of a steam-driven air compressor controlled by a pump governor. The air that is thus compressed is conducted through a suitable pipe to the main air reservoir, which is usually found attached to some part of the age tank contains 'air at a pressure which is'in Q.pipe isylocated the engineers brake lvalve,

excess of the pressure'contained in the auxiliary reservoir, andv this excess pressure is brakes, as will be fur-- 'dGSCIbd. in ful'l when which regulates the flow of air into the train pipe and auxiliary reservoirs, to charge the train, ipe and release the-brakes, and from the train pipe tojthe atmosphere, for applying the brakes; The train pipe leads cm the engineefis brake valve and thence throughout the entire length ofthe train, supplying air to the auxiliary reservoirs which are located on each car in the train. It-is by varying the pressure in this pipe that-the brakes on-each car are automatically applied and released,

Located between the train pipe and auxiliary reservoir is a valve which controls air communication between the train pipe, aux- The air' brake mechanism as usually found Patented Maylfi, 1911.

iliary reservoir and brake cylinder. This valve is known as the triple valve, and takes its name from the functions it performs, viz., regulating the supply of air to the storage reservoir, the quantity admitted to the brake cylinder fol-applying the brakes, and

the discharge of air from the brake cylinder to release the brakes. f

In applying the brakes in a service applicatiomfrom six to eight pounds of air pressure are let out of the train pipe, and in the emergency application by a sudden reduction of ten or more pounds. When the train pipe pressure is reduced, communication between the train pipe and auxiliary reservoir is cut oif, reservoir air then enters the brake cylinder, the quantity admitted being in proportion to the reduction of the train pipe pressure. hen releasing the brakes, the pressure in the train pipe is increased, causing communication between the auxiliary reservoir and the train pipe pressure to be reestablished and permits the brake cylinder air. to escape into the atmosphere. Accord- {-ingly such successive reductions will waste the air and thus leave the engineer at the mercy of the momentum of the train when descending long grades with heavily loaded cars. Therefore it is the purpose of this invention to provide means whereby the perfeet control of the train is at all time in the hands of the. engineer.

' Another object is to provide means whereby the exact braking pressure can be determined on a car in a train of cars; also to provide means for heavy braking with heavily loaded cars; and provision for light braking with light or empty cars.

Vith these and many other objects in iew, which will be more readily seen as'the nature of the invention is better understood;

the Sameconsists in the novel construction.

combination and arrangement of parts as willbe hereinafter illustrated, pointed out and claimed, reference jbeing had to the accompanying drawings, in which:

Figure -1is a cross-sectional view'of my improved air brake retainer valve, showing a portion of the piping attached thereto. Fig. 2 isan elevational view of the pressure plate which isattached to the end of the retainer valve. Fig. 3 is a view showing an automatic mechanism for controlling the action of the improved retainer valve shown. in Fig. 1. Fig. 4 showsa modified form of automatic air brake retainer valve and gives an idea of the piping necessary to its successful operation.

Like references designate corresponding parts inithe several figures of the drawings.

Referring to the drawings illustrating my invention, the numeral 10 designates my improved air brake retainer valve in its ontirety. The valve comprises a main air actuated piston 11 placed in a cylinder 12. The outside 13 which I prefer to make'of cast iron,and the bushing 14 of brass or some composition of brass to prevent the corroding of the several parts and the consequent inactivity of the valve mechanisms which would follow with irregular surfaces in the pressure cylinder. Attached to the piston 11 is a stem 15, carrying a valve 16, which normally rests on a seat 17 pressed into the dividing wall 18 of the valve casing.

- The valve 16 is held against its seat 17 by the tension of the spring 19, which is preferably held in position by an actuated abutment collar 20, and-an oppositely located plate 21 held at one side of the valve 16, as l illustrated in Fig. l of the drawings. I prefer to extend the valve stem 15 back beyond the face of the valve 16, through the collar 21, and have it fit in a socket in the abutment collar 20, this construction securing complete alinement of all working parts. At the rear end of this abutment collar 20 is a convexed wearing plate 22, held in position by a hand operated screw 23. Attached to the stem 24 of the screw is a crank 25, the handle 26 is adapted to cooperate with a pressure-registering disk 27, secured to the end ofthe retainer valve body by a square projection 28 on the end cap 29, together with machine screws 30, as shown. Attached to the bottom of the valve body is a boss 32 through which passes a pipe 33 which leads air directly from the triple valve exhaust to the spring chamber 34 in the valve body. This pipe 33 is preferably provided with a stop cock 35 through which the feature of the retainer valve may be cut-out if it is desired to make repairs to the valve. Directly opposite the pipe 33 and screwed into the top face 36 of the valve body is a safety valve 37 the feature of which will be described later. Located near' the safety valve 37 is the triple valve exhaust 37 to the atmosphere. Attached to the pressure cylinder head 38 is one branch of the train pipe 39, which runs through out the length of the train. A branch pipe 42 leads from the train pipe to a safety valve which is preferably located in the cab of the locomotive, the use of which will be presently described with the operation of the valve. The main air reservoir air passing through the engineers brake valve enters the train pipe 39 and fills the cylinder 12, moving piston 11, and valve 16 is unseated allowing air from the triple valve exhaust to flow up through pipe 33, through valve 16, into chamber 40, thence through port 37 into the atmosphere.

' The above described operation is what would naturally occur if the spring 19 was not set to overcome the train pipe pressure on piston 11 in chamber 12. .Under service conditions, however, thisoperation is somewhat different and may be described as follows :--Assuming that a train equipped with this system of retainer valves and the pressure in the train pipe is known to be seventy pounds, and it is desired that the auxiliary reservoir be recharged without releasing the brakes, the air brake inspector in making up the train passes along the cars and adjusts the tension of the-spring 19, 10 lbs. below the train pipe pressure in chamber 12 acting on the face 11 of piston 11, by moving the handle 26 to the point marked 60 on the indicating disk 27 and his auxiliary reservoir, and continue his service application until he has full control of the train. Upon reaching the bottom of thegrade the brakes are released by closing valve 41, and increasing the pressure in the train pipe 39 above sixty pounds, thus overcoming the pressure exerted by the spring 19, unseating the valve 16, allowing air from the triple valve exhaust to pass into the atmosphere, and thus effecting the re-- lease of the brakes. The safety valve 43 is attached to the retainer opposite the tri le valve exhaust pipe to enable the braking power to be reduced for light cars or maintained for loaded cars.

The retainer-valve body 10 is provided with suitable brackets 44 with which the same may readily be attached to the car body. ,"Another feature that is worthy of consideration is the method resorted to in order that the valve 16 will at all times perfectly seat, this being accomplished by'extending the valve stem 15 back to a socket or receptacle 15 in the collar 20, as shown in Fig. 1 of the drawings.

It will be noted that the tension of the spring 19 is in this device operated by hand,'the automatic feature of this part of the device, (either of which can be used) is shown in Fig. 3 of the drawings, inlwhich reservoir air enters the train pipe 39, passes through check valve 45 into a storage tank 46, filling the tank and passing out through tached-to the rod 51, on which is an -abut 'ment collar 52 carrying a spring 53, the

screw cap'54. The rod 51 is extended out link 55 which is attached to the arm 25 of 4 pipe 47 fills cavity 48 in cylinder 49, exerts a pressure on piston 50 which overcomes the Fig. 1. An increase in the train'pipe presengineers brake valve and safety valves, as

7 and covered or locked in position by the and closes, holding the air in. the storage The retainer valve .16 remains closed, by virlease.

be placed at any desired distance from the throughout I tlie--ti'ain... Associated with this entirety by'the numeral 58, is a storage tank the pipe 47 to the chamber 48 in the cylinder 49, exerting a pressure on the piston 50, at-

tension' of which is fixed by the adjustable through the cap .54 and provided with a the mechanism shown in Fig. 1 of the drawings. The operation of'thispart'of the-retainer valve may be described as follows The main air reservoir air entersthe pipe 39, fills the, storage tank 46, and passing'through tension on spring 53 and sets theretainer arm 25 at sixty pounds, as shown. A reduction in the train pipe pressure will cause a reduction in the pressure in pipe 39. The check valve 45 immediately asserts itself tank 46 in reserve and keepingvthe arm 25 at the point marked 60 on the disk, as shown;

tu of the pressure exertedbythe spring 19,

sure over and-above sixty pounds will immediately cause valve 16 to open, and the-air from the triple valve exhaustcan pass directly to the athiosphere,and the brakes relocomotive without afiecting its working, parts whatever. The operation of this part of the device may be described as follows: Main reservoir air enters the engineers brake valve 56 at thepipe connection 57, and passes into the train pipe 39, thence modified retainer valve, designatediii-its 46 in piped relation with the train-pipe,

will be described fully later 'in the specification. The operation of this valve may be described as follows :Train pipe air from pipe 39 fills the storage tank 46, and creates, an equal air pressure on the 'pistcns 59 and 60 which are located in cylinders 61 and 62, respectively. Associated with the piston 60' is a helical spring 63, designated to fit be-- tween said piston and the adjustable abutment cup 64, attached to cylinder head 65,

combined lock and cup 66, as shown in Fig.

4 ofthe drawings. This spring normally keeps the valve 16" ofi its seat "17 and allows the airfrom the triple valve eX- haustxtofiowfrom pipe 33, into the chamber 34, out through valve 16, and into the atinosphere'at 37*. A reduction of air in the train pipe- 39, reduces the air pressure in chamber 62, also in pipes 67 and 68. 3 The check valve 45, located in pipe 68serves to keep the air in the storage tank 46 at the originalpressi re, also the pressure in chain ber 61, thereby keeping the retainer, valve closed, as illustrated in Fig. 4 of the drawings. This action follows an ordinary serv- I ice application of the brakes, in which ten or more pounds ofair'has been discharged from the train pipe.

In order to allow the engineer to recharge the reservoirs .and keep the brakes on the train applied there is provided a safety valve 69.,controlled by a cut-out cock 7 0, in a branch pipe 71, of the train pipe 39,

which valve is set at ten pounds less than the original train pipe pressure. The engineers brake valve handle 7 2 is then placed in release position and air from'the main air reservoir flows into the train pipe and auxiliary IBSBI'VOII'S" until the pressure designated' by the safety valve 69 is reached i The valve 16 yet remains closed dueto the original-pressure in the storage tank or res ervoir 46, thus maintaining the pressure in the air. brake cylinder, keeping the brakes on the wheels and allowing for as many rechargesas may be necessary to control the speed of the train. hen the brakes are to bereleased the stop cock 70 is closed cuttingoff the escape of air to the atmosphere through the'safety valve 69. The engi ieers brake-valve is thenplaced in release position., The air from the main air reservoir flows nto the train pipe and auxiliary res- 'ervoirs, thus maintaining theoriginal pressure in chambers 61. and 62. The spring- 63 then asserts itself and the valve 16 leaves its seat 17, and air-from the triple valve exhaust flows into the atmosphere and the brakes are automatically released. Safety valve 72 is placed in chamber 34 to enable essary for the braking of light cars, the

safety valve 7 2 is open and set to the amount necessary to safely handle such cars. This valve is set in position for light or loaded ithe full braking power to be obtained and vmaintained for loaded cars with the said valve closed. To maintain the pressure neccars when the train. is made up in the classi fication yards. I With theretainer valves in use today, it. is necessary for some member of the train crew to set these valves on each car, and in order todo this it is necessary to climb from car to car, regardless of the car loading or weather conditions and put the retainers up; to enable the engineer to recharge'his train with the brakes on. After the grade has been passed, it is again necessary to c imb from car to car and open the retainers, which process is not only dangerous and troublesome, but ineffective and, in case of storms, heavy rains, and extreme weather, the brakeman, having succeeded in setting up a few of these retainers, feels that his mission has been accomplished, which probably can in some way explain why so many trains get beyond the control of the engineer.

I claim:

1. In an air brake system, a retainer valve device comprising a valve casing having an interior dividing wall provided with a valve seat, a piston chamber and a triple valve atmosphere port at one side of said dividing wall, a valved blow-off connection and also a separate pipe connection from the triple valve exhaust port with the Chamber at the other side of said dividing wall, a train pipe connection with the piston chamber, a piston operating in the piston chamberpa reciprocating valve stem connected with the piston and carrying a valve cooperatingwith the valve seat in the dividing wall, a spring arranged to exertpressure in one direction on the valve stem, said spring being set to overcome a reduced train pipe pressure on said piston, and a tension adjusting device for said spring, said tension adjusting device including a graduated dial and an indicating member cooperating therewith.

2. In an air brake system, a retainer valve device comprising a casing having separate interior chambers, one of which is-provided with a piston cylinder and a triple valve atmosphere port, and the other of which chambers is provided with a blow-ofi' connection and with a pipe connection for the atmosphere exhaust of the triple valve of the system, a wall'separating said chambers and provided with a valve seat, a pressure controlled piston operating in said cyllnder, a

valve stem connected with the piston "and carry1n a valve for said valve seat, a spring arrange to move said valve in one direction and set to overcome a reduced train pipe pressure, and a tension adjusting mechanism for said spring, said tension adjusting mechanism having indicating means.

3. In an air brake system, a retainer valve device comprising a casing having separate interior chambers, one of which chambers is provided with a piston cylinder and a triple bers and provided with a valve seat, a train.

pipe connection with said piston cylinder, a piston operating in said cylinder, a valve stem connected with said ing a valve cooperating with the valve seat, aspring exerting pressure against the valve in one direction and set to overcome a reduced train pipe pressure on the system, an abutment bearing against one end of the spring, a graduated dial, a suitably mounted adjusting screw operating against said abutment, and a hand crank connected with said screw and having a handle element cooperating with said dial.

.In testimony whereof I hereunto afiix my signature in the presence of two witnesses.

GEORGE L. IOKES.

Vitnesses M. A. -ROWAN, J. P. STAUoH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C.

iston and carry- 1

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