US867533A - Air-brake system. - Google Patents

Description

No. 867,533. PATBNTED 0G11, 19m.

` ENfRANsoM. K AIR BRAKE SYSTEM.

AEPLIOATION FILED JULYHJLQBO.

,drawings 'UNITED sursis-'PATENT Ormes.

; similiar` N. RANsoM, oF CLEVELAND, o'nio, AssieNoR 'ro GENERAL nLEofrRio COMPANY, A

' ooRPoRATIoN or NEW YORK.

I' AIR-BRAKE. sys'rnivf.

Specication of Letters Patent..

.Application iiled July 10,1905'. Serial R75. 268,923-

of Cuyahoga and-State of Ohio, have invented a certain new and useful Improvement in Air-Brake Systems,

" of which the. following is a full, clear, and exact description, reference being hadto the accompanying This invention is an improved air brake system, by which the 1brakesmay-be operated either by straight airpressure controlled by an operator, or will act autol dmatically, inan emergency, when the pressure in the automatic train pipe is reduced either by breaking of he couplings, or the opening of the valve, automaticf Referring tothe parts by'letters A represents the l' mainreservoir; -B the auxiliary reservoir; C the brake cylinder; D the straight air train pipe, arid'E the al1- A tomatic air train pipe. The. straight air train pipe is 'connected with themain reservoir through an engineersvalve F of familiar form. The automatic air train pipe is Afed from`the straight air system through a pipe Qwhich' connectsthe'two train pipes and contains a v-check` valve at'fg opening toward the automatic train' g 3o-'pipe E.

represents al valve 'casing containing a valve chambery and having three Aports g, g2,` and vg3,-of which the two former lead from the ends of the valve chamber and are connected respectively with the pipes land K which are in turn connected with the train pipe E and reservoir B. The port g3 leads from one side of the valvey chamber, and near one end 'thereof,said port being in aposition that it is' covered by the valve I Iwhen the latterl is at one end. of the valve chamber.

There is also a assage connecting'the train pipe E with l the cylinder B so that air may flow from the former to the latter; butlmeans should be provided for prevent-- lirfg the air `flowing in thereverse directionl- AI"`or convenience this passage way may be a small duct g4 in the valve casing'. 'A check valve is not necessary in the duct, altlio'ugh it .would do no harm, because the duct may be -,very small, and it communicates-with the valve chamber g. at a point'where .it willl be covered by valve I alrtost immediately after said valve ;is movedv from its Anormal position; Said normalposition is that shown in he drawing, where the valve is closing ports g2,g3, isuncovering'port g and the duct g4, andthe valve maybe held in that position' by a light spring S.

valve casingfR substantially like that which is shown in my priorl patent No. 780,813, is connected, as.

by pipe N, with the port g3 above mentioned.. This casing contains a cylindrical valve chamber r having at one end 'two ports r and r2 with which the pipe N and "pipe:r N"' are respectively connected, the latter pipe being'connecteddirectly with the brake cylinder C. This valve casing has another port r" at the op'- posite e'nd of the chamber r, which is connected by a pipe df-with the straight air train pipe. It also contains a porta-*,whichconnects the port' .T2 with that end of the valve Achamber at which is the port r3. This valve chamber containsV a'slidng valve T whose normal position is in that end of Vthe. valve chamberrfrom which the ports r and r2 lead.'l :And it4 may always-b moved to that position .by allowing a little' air to flow intothe valve casing from the straight. air train pipe.

Patentamt-.1,1901 Y Ordinarily the straight'air 'train pipe does not containeir under pressure, but the automatic train pipe vE does. Air will always'flow into the automatic train pipe through pipe Q when the straightair train pipe is full of air, as it' is when the brakes are. applied by straight air. The aniram the train pipe E will nowlflew through'the pipe l into -the valve chamber g and thencel by way of the duct gf* into the auxiliary reservoir.l Wherefore the pressure in said reservoir and trainl pipe will-become equal to `*the air'pressure in yreservoir A. When air isallowed to escape from the straight air pipe,'the check valve at q holds the air in. To set brakes by the straight air, ope operatesfthe engineers' valve F.- The air will flow through the train pipe D into the valve casing R, lwhere it,wi1l'v move the valve T so that port #will be uncovered,'.

--wlierefore the air will flow through jsaid port '14 to the brake cylinder.y The pressure inthe brake cylinder is relieved. by the operation of thevalve F. New, to set the brake by automatic` air,.the .pressure in the automatic train pipe is reduced. This may be accom- -fplished by means of the conductors or emergencyvalve Ff, or by the breaking oi the coupling a, or in any other way. The pressure 'being thus reduced, the

' will iow into vthe pipe N. andthence. into the valvechamber R, causing the valve T to move 'to the otherend ofthe valve chamber, and then thel air will pass out of the port r2 into pipe N and to the brake cyl inder. l

To release the brakes, when 'setiby the automatic air, andto restore. the lautomatic air system' to operative condition, the pressure therein is made superior to the pressurein reservoir B; The valvel will then moveA to the position Ashown in the drawing' and airwill How the specific constructions shown, but merely for con# through the duct g4 into the auxiliary reservoir B until the pressure therein is the same asjhe pressure in said train pipe. The automatic system is 'now readyor use again. L The air is then allowed to escape from the straight air train pipeby moving valve F, and simultaneouslythe a'ir will escape .from the brake cylinder.

The reference characters employed in the claims are notused for the purpose bi limiting' the claimsfto venience in determining what points are referred to..

Having thus described my invention, I claim: 1. In an air-brakesystem, the combination of -the main p reservoir, the automatic train pipe, connection between said reservoir and pipe, a check valve in said connection lopening toward the automatic train pipe, an auxiliary reservoir, a valve casing interposedbetween the automatic train pipe and auxiliary reservoir-,said casing containing a valve chamber which has two ports leading from o'pposite ends'of saldvalve chamber and are respectivelycom.

nected with. the automatic train .pipe and auxiliary -reservoir, and has also ya port leading from the s ide of sald-val've'chamber, a brake cylinder, a connection between said brake cylinder andrthe last named port, a valve in said valve casing, a spring normally moving 'said valve so a's to cover the side port and that end port which is connected with the auxiliary reservoir, said -valvey casing.- also containing. a small duct connecting the port which is connected with the auxiliary reservoir -with the s ide of that end of the valve chamber which is connectedwith the-automatic train pipe.

,2. In an air brake systemfthe ,combination of the brake cylinder, thezmain reservoir, the automatic train pipe, with the auxiliary reservoir, a valve casing containingl a valve chamber and having three ports of which the ports g', g2

lead from opposite ends of said valve. chamber and are 'connected with .the automatic train pipe and the auxiliary reservoir-respectively, and the port gf1 leads from one side of the -valve chamber and is connected with the brake cylinder-,ond a sliding valve fitted to said valve chamber and adapted when in one end thereof to cover the .ports g,

g3 and when in the otherV end otsaid chamber to uncover both of said ports, said valve casing containing adnct -g 4connected at one end with the side ofsaid valve chamber at a point where it is uncovered when the valve is covering 'the ports g2, g3 and vice versa,-whichduct at'its other end 4 'is in communication with'the auxiliary reservoir.

' 3. In an air brake system, the combination. of a main i reservoir, a straight air train pipe, a valve controlled connection between said'pipe and reservoir, an `automatic.-l train pipe, a connection between said two train pipes.

which connection contains 'a check valve opening toward Ichamber from which the port g2 extends, and having also al duct through which `the auxiliary reservoir is connected with the side of said valve chamber at a point where it `will not be covered by the-containedy valve when the ports g2 'and 51" are closed thereby; a valve casing It containinga valvecll ber having two ports g and g2 which lead from -one end oi" said valve chamber and are respectively conf nected with the `port g and with the brake cylinder, and a port lr" leading from the other end' of said chamber and connected Swith the straight air pipe, and two freely movable valves located respectively in said valve chambers.

4; I-n an air brakesystem, the combination oi the main reservoir, the straight air train pipe, 4the automatic train pipe, and valvedtconnection between said pipes and'said reservoir, an auxiliary reservoir, and a brake cylinder, with a valve casing G-.containing a valve chamber and ba"- ing ports g' y2 leading from said valve chamhrat opposite ends thereof and connected respectively'w'ith theautomaticpipe and the auxiliary reservoir, and having also a poi-tg"s leading from the side of said valve chamber, a

'valve casing R containing a valve chamberl having two ports'1'.,fr2. which lead from one end of `said valve chamber and are-.respectively connected withl the port g3 and with the brake cylinder, and a port r3 leading from the yother end of said chamber and connected.y with the straight air train pipe, and a duct l* v rhichleads from the. lastnamcd u end of the valve chamber and is in communicatlon'with the brake cylinder, two freely movable valves located-'in said two valve chambers,'anda passage-'way which permits air 'to flow from the automatic ,train pipe to'the' auxiliary reservoiuwhen ports g2 and g3 are closed by the valve .'in l In testimonyl whereofhl hereunto ailix l my signature-in the presence of two witnesses.

n HENRY N. unison.

Witnesses: v

Ansnn'r H ABA'rEs, N. L. BnEsNAN.

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