US555877A - Fluid pressure brake - Google Patents

Description

) I 3 Sheets-Sheet 11' H. S. PARK. FLUID PRESSURE BRAKE.

(No Model.

Patented M21123, 1896.

(No Model.) 3 Sheets-+Sheet 3.-

-H. S. PARK. FLUID PRESSURE BRAKE.

- No. 555,877,. Patented Mar. 3, 1896.

U ITED STATES PATENT OFFICE.

HARVEY s mian, or CHICAGO, ILLINOIS, ASSIGNOR TO ALBERTIL one,-

- or SAME PLACE.

FLUID-PRESSURE BRAKE.

SPECIFICATION forming part of Letters Patent No. 555,877, dated March 3, 1896. I

v I Application iiled September 30, 1895. Serial No; 564,116. (No model.)

To all whom it may concern.-

- Be it known that I, HARVEY S. PARK, a citi-.

zen of the-United States, and a resident of the cityof Chicago, in the county of Cook and State'of'Illinois, have invented certain new and useful Improvements in Fluid-Press ure Brakes, of which the following is a specifica'tion.

' The objectof my invention is to provide an automatic brake for railways which shall be simple in construction and positive and reliable inaction; and my-invention consists in the features and details; herein described.

In the-drawings, Figu'r'el is a'longitudinal view of the apparatus-on line 1 of Fig. 2; Fig. 2, a cross-sectionon line 2 of Fig. 1-. Fig. 3 is aview-of the emergency-valve of the apparatus in elevation and showing the rear or inner side. of the valve; Fig. 4, a. sectional 2o view of the-emergency-valve and a part of the valve-casing, showing portsand passages for v balancing the valve and drawn on line 4 of Fig. 2. Fig. 5 is a longitudinalview of the apparatus,-tl1e parts shown in dotted lines beingon line 15 of Fig. 2 and'the parts shown in full lines on line 5" of Fig. 2 and showing theparts in position for making a service stop. Fig. 6 is a cross-section on line 6 of Fig. 5. Fig. 7 is a face view of the emergency-valve, showing the ports and passages located thereon. Fig Sis a view of the seat of .the emergency-valve, showing the ports and passages located therein: Fig. 9 is a longitudinal view of the apparatus on line 9 of Fig. 6, showing the position of the parts in making anemergency stop. Fig. 10 isaviewshowingaspring. that is fixed to the emergency-valve to hold.

- it properly to its seat; and. Fig. 11 -is a view on line'll of Fig. 6, showing'the ports and passages leading from chamber F to the atmosphere.

- In the drawings, A is a wall or casing forming a chest or chamber in'which thedevice actuates, and A a bushing fitted to the casing and forming an air-tight lining for the casiz= g. The chamber 0 is formed by the casing A, in which the device operates, which chamber is of a cylindrical form, its upper part being smaller than its lower part. A byport a is formed in the bushing A, wl1ichpermits the-air topass the piston B when the piston-is in its normal position, whereby the auxiliary'reservoir is fed with air from the trainpipe. I

B is a piston working and operating in the chamber '0 and actuating the emergencyvalve D-by means of thestem B, which eX- tends toand into the upper part of chamber .0. The piston actuates the emergency-valveon its downward move by ahead on its upper end abutting arms that extend from the rear portion of the til we and across the chamber G, and it actuates the valve on its upward move by a shoulder on itslowerend abutting arms that extend from the rear and lower part of the valve across the chamber'C. These arms cross the chamber 0 and operate in a channel or groove cutin the bushing A and form a guide for the emergency-valve.

- The valve 1) is the emergency-valx e of the device and is balanced asto the ports and passages leading from the train-pipe to the brake-cylinder,- byreason of havingthe air in these ports and passages, governed by the valve, to be the same pressure per square inch as the pressure onthe opposite side of the valve,- thereby enabling the valve to bemoved or 1 actuated with a very small pull. This valve is provided with arece'ss- (Z, which connects the ports andpassages leading from the train-pipe to the brake-cylinder when the valve is making its full travel, and forms a communication through which the air flows from the train -pipe to the brake-cylinder. In

the emergency-valve is a recess (1, which,

(when thevalve is inits normal position, con- .nects the passage or port 6 leading from chamber 0 to the brake-cylinder with the passage or port 6'' leading from the chamber C to the atmosphere, and forming an-open way 0 from the brakc-cylinder tothe atmosphere. In the valve D is also a recess-(Z which on the valvcs full travel connects with port or passage 6 located in the bushing A leading to and connecting with passage 6 with the 5 passage'g, which leads to chamber F. By

means of thesegports and passages the cmergcncy-v'alve forms an open way from chamber F to'the atmosphere. A slot or passage d is provided in the emergency-valve and when the valve is in its normal position andbile making its first travel the slot connects the recess (1 also while the valve is in its normal position and making its-first travel. A

. chamber E is preferably formed on and integ ral with the emergency-valve, and is provided with a piston E, havinga stem E carries a valve-E which is the service-valve 'of' the. device. A screw-plug E is fitted into the upper part of the chamber E, closing its upper end and forming a seat forthe servicevalve, and a passage 6 is formed in the plug and leads to a recess d 'in the emergencyvalve. A, passage e is' formed in' the emergency-valve, the upper end or opening connectin g with the lower part of chamber E and its lowerend opening in the face of the emergencywalve. While the emergency-valve is in normal position and making its first travel this passage connects with the port or passage G, leading from the train-pipe through the passage N. Through the passage G and e the train-pipe air is fed to the chamber E below the piston ,E. An opening or passage e? is formed in the wall of chamber E admitting auxiliary reservoir air to the chamber E above the piston E.

A casing L is fixed to the lower end of casing A, closing its lower end and forming the chamber L', in which is located and operated the stem M, whose upper end passes through the wall L and terminates in the chamber 0. This stem has a shoulder'thatabuts the wall to prevent its further upward travel, and is surrounded by a spring abutting against the under side of the shoulder, the lower end of the spring pressing against a nut L screwed into the casing L.

The passage N is formed in the casing A into which the train-pipe N is screwed. A strainer n is placed in the passage N and is removed and replaced by means of the plug N screwed into the casing A. The passage G is formed in the casing A, leading upward and inward and terminating in the chamber 6, but covered by the emergency-valve. 1 The passage N is formed in the casing A and casing L and leads from the passage N to the chamber 0 below the piston B. The chamber F is formed in casing A. A passage G is formed in the casing A, one end terminating in chamber F and leading downward and in- "ward, its other end terminating in chamber 0, but covered by the emergency- 'alve. A passage 9 is formed in the casing A with one end terminating in the lower part of chamber F, and its other end terminating in the chamber C, but covered by the emergency-valve. This passage connects with the recess d, while the emergency-valve is in normal position and making its first travel. In the chamber F is located valve F, connected to a piston F and held to its seat by air-pressure from the auxiliary reservoir, entering through the slot d passage g, recess (1, and passage g to the under side of the piston F The valve F is seated ona seat formed on the tubular flange f, located in, the chamber F, through which flange a passage is formed. In this passage is located valve F, seated against the flange, having its upper stem working in a guide formed by flange F, located in the upper part of chamber E. This stem is surrounded by. a spring pressing again st the valve and guide. Thevalve is of a tubular form, the tube forming a guide for the stem of valve F. The valve F lifts when the air fiows from the train-pipe to the vbrake-cylinder, but is held to its-seat when the brake is set for servicestops by air from .the auxiliary reservoir. plate I is fixed to the upper end of the deyice, closing its upper endand connecting the de- 'vice with-the auxiliary reservoir'K.j In this plate is the passage C, forming a communication between the chamber 0 and the auxiliary reservoir, while a passage 11 is formed in the plate I, forminga communication between the chamber F and passage ll,which is formed.

in a tube passing through the auxiliary reservoir to the brake-cylinder. The brake-cylin' der is fixed to the opposite end of the-auxiliary reservoir in the usual manner. The passage e enters into and through plate I, terminating and connecting with the passage H. However, the relative position of the auxiliary'reservoir and brake-cylinder above described may be changed if desired.

In. practice or use, the parts being inv their normal position, as shown in Fig. 1, and air being pumped into the train-pipe passes .into

chamber N and into N and to chamber 0 and around the piston B through the by-port a to the upper part of the chamber'C, thence through the passage 0 to the auxiliary reser- The air will also pass into the slot (1 voir. and the passage 9 to the recess d, and from this recess through passage g into chamber F below the piston F and will pass this piston, as it is not fitted to the wall of chamber F soas to be air-tight, and into the passage G to the under side of the emergency-valve. The air will also pass through the passage e into the chamber E above the piston E. The air will also pass from the passage N into the passage G and to the under; side of the emergency-valve, and from passage G to passage e and into the chamber below the piston E, this chamber haviri g auxiliary-reservoir air above the piston E and train-pipe air below the piston,which will therefore be in a balanced condition, and the auxiliary-reservoir air-pressurewill hold the service-valve E to its seat. The piston l is so proportioned as to the piston B that the latter will make its first travel and abut the stem M before the piston. E will unseat the service-valve. I 4

To set the brakes a reduction is made in the train-pipe pressure and the piston B will move to the extent of its first travel and abut the stem M. This will close the by-port a and the passage or port 6, and upon a further reduction of the train-pipe air the piston E will unseat the service-valve and the auxiliary-reservoir air will flowto the brakecylinder IIO . set the brakes.

" chamber F to the atmosphere.

the brakes will remain setl set the brakes with a, greater pressure, a furthrough the passage 6, recess d, and passages 6 H, and H to thebrake-cylinder and When the auxiliary-reservoir pressure has been reduced to equal the train-pipe pressure, the pressure on'the service-valve E will cause the same to seat and If it isdesired to ther reduction is made in the train-pipe pressure and the piston E will again unseat the service-valve and a further flow of auxiliaryreservoir air to the brake-cylinder will occur, and this can be continued until the auxiliaryreserv-oir air-pressure and the brake-cylinder air-pressure will be equal, Upon a restoration of the train-pipe air-pressure the piston B will move to its normal position and re lease the brakes. The positions of the piston 13, the emergency-valve, and the service-valve in the foregoing operation are shownin Fl '5.

To set the brakes for an emergency a-reduction is made in the train-pipe pressure in order to have thepressure on the piston B move it through its first travel and to overcome the resistance of the spring around the stem M, and the piston will move to its fullest travel to the position shown in Fig. 9 and carry with it the emergencyzvalvc. The recess (1 will connect the passages G and'G as the valve travels downwarchbut before connecting them it will close the passages g and g from recess (Z,-

and as the connection of passages G and Gis made the recess d will connect the passages g and e, forming an open way from chamber F below the piston F to the atmosphere, at which time the pressure above the piston in chamber F will move it downward, unseating the valve F and seating the piston on a gasket located in the bottom part of chamber F, making an air-tight seating. This will form a large direct passage from the train-pipe to thebrake-cylinder that will quickly admit the train-pipe air to the brake-cylinder, emptying the train-pipe. In this position the emergency-valve will uncover the port e and the auxiliary-reservoir air will flow to the brakecylinder and all the brakes will set quickly. Whenthe auxiliary-reservoir air is added to the train-pipe air in the brake-cylinder the pressure in the brake-cylinder will be greater than that'in the train-pipe and the valve F will close. The positions of the piston B, the emergenc'y-valve, stem M, valve F, piston F valve F and the connections between the ports and passages in this operation are shown in Fig. 9.

To release the brakes the pressure in the train-pipe isrestored, whereby the piston B will travel upward, moving the emergcncyvalve, closing the connection between passages G and'G, and closing the passage from The passages g and will then be connected by the recess (1 and the air from the auxiliary reservoir will flow to the lower part of chamber F below piston F and the piston will seat the valve F. The further travel of the piston and the emergency-valve will connect the ports 6 and position, as shown in'Fig. 1.

e wit-h recess d and release the brakes, at which time the parts will be in their normal The only function of the piston I; andthc emergency-valve in the firsttravel of the piston is to close the by-port a and the port or passage from the brake-cylinderto the atmos phere. 'Theentire setting of the brakes for service stops by venting.auxiliary-reservoir' air to the brake cylin'der is performed by the service-valve alone. .Upon the full travel of the piston and emergency-valve the valve first Vents the train-pipe air to the brake-cylinder and next vents the auxiliar -reservoir air thereto.

The'certain and positive action of the emergency-valve is assured by its being always in.

a balanced condition and moving at every action of the brake, wherebyits sticking from the accumulation of dirt or dust by reason of infrequent use (as is the case where the emergency-valve is only called into action in cases of-emergency) is avoided. The balanoingof the emergency-valve permits it to move with a small reduction of the traimpipe pressure, and the action of the service-valve is independent of the piston and the emergencyvalve, thereby assuring the certain action of the emergencyvalve if the service -valve --should fail to act.

Although Ihave described more or less precise forms and details of construction, I do not intend to be understood as limiting my self thereto, as I contemplate changes in form, proportion of parts, and substitution of equivalents, as circumstances may suggest or render expedient,withou-t departing from,

the spirit of my invention, and, furthermore,

where I have designated certain parts by their reference-letters in the specification or claims it is obvious that I do so for clearness and certainty, and not as intending to limit myself to their particular form and location shown in the drawings,

I claim 1. In a brake'mechanism, the combination of a train-pipe, an auxiliary reservoir, a brake-cylinder, a slide-valve actuated by a piston, the preliminary travel of the valve controlling the brake-release and its further travel admitting air from the train-pipe di-v rect to the brake-cylinder and a service-valve for controlling the admission of air from the auxiliary reservoir to the brake cylinder, independent of the piston of the slide-valve after the slid e-valve has made its preliminary travel.

2. In a brake mechanism, the combination of a train pipe, an auxiliary reservoir, a brake cylinder, a service valve controlling the admission of air from the auxiliary reservoir to the brake-cylinder and a slide-valve for controlling the brake-release and also for making a direct connection between the train-. pipe and brakecylinder for emergency purposes, and means. for operating the service- Valve and the slide-valve independently of each other, the service-valve and the slide valve acting independently of each other when the parts are in service position.

In a brake mechanism, the combination of a train-pipe, an auxiliary reservoir, a brake-cylin der, a service-valve for controlling the admission of air from the auxiliary reservoir to the brake-cylinder, and an emer-. gency device consisting of a balanced slidevalve and means for actuating the same, the slidewalve being independent in action from the service-valvc, and controlling-passages from the train-pipe to the brake-cylinder.

4:. In abrake mechanism,- the combination of a train pipe, an auxiliary reservoir, a brake cylinder, a servicevalve controlling auxiliary-reservoir air and a slide-valve balanced as to the ports and passages between the train-pipe and brake-cylinder, f or operating the brake-release in initial traverse and governing emergency action in full traverse.

5. In a brake mechanism, the combination of a chamber or casi n g communicating by passages respectively with the auxiliary reservoir, brake-cylinder and train-pipe, a piston adapted to travel within the chamber, a slidevalve carried by the piston and adaptcd to control the brake-release port, said valve beingbalanced as to the ports and passages leading from the train-pipe to the brake-cylinder, a passage direct from the train-pipe to the brake-cylinder but interrupted by the slidevalve except during the full traverse and a servicevalve interposed in the passage between the auxiliary reservoir and brake-cylinder and balanced by auxiliary-reservoir pressure and train-pipe pressure.

6. In a brake mechanism, the combination with a train-pipe, an auxiliary reservoir and a brake-cylindelgof a slide-valve controlling the'b 'ake-release, and provided with a chamber, a piston therein, passages respectively from the reservoir and train-pipe, and communicating on either side of the piston, said slide-valve having a passage leading from its chamber to the brake-cylinder and a valve controlling such passage and actuated by the piston.

7. In a brake mechanism, the combination of a chamber or casin g communicating by passages respectively with the auxiliary reservoir, brake-cylinder and train-pipe, a piston adapted to travel within the chamber, a slidevalve actuated by the piston and adapted to control the brake-release, the slide-valve having an interior chamber with passages communicating respectively with the reservoir, train-pipe and brake-cylinder and a piston traveling in the slidevalve chamber and balanced by reservoir and train-pipe air respectively.

8. In a brake mechanism, the combination of atrain-pipe, an auxiliary reservoir,a brakecylinder, a piston traveling in a chamber, passages communicating with the auxiliary reservoir and train-pipe and leading respectively above and below the piston, a passage leadingfromthe chamber to the brake-cylinder and closed when the pressure in the trainpipe and reservoir is equalized and the piston thereby balanced and means for releasing the brake-cylinder.

9. In a brake mechanism, the combination of a t-rain-pipe,an auxiliary reservoir,a brakecylinder, a valve controlling the admission of auxiliary-reservoir air to the brake cylinder and normally balanced by reservoir and trainpipe air to close the passage to the brake-cylinder, a slide-valve controlling the brake-release in partial traverse and forming a direct communication between the train-pipe and brake-cylinder. in full traverse, said slidevalve being balanced as to the ports and passages between the train-pipe and brake-cylinder.

10. In abrakemechanism, the combination of a train-pipe,an auxiliary reservoir, a brakeeylinder a valve arranged in a passage from the auxiliary reservoir to the brake-cylinder and normally closing the passage by the balancin g action of auxiliary reservoir and train-pipe air, whereby a reduction of pressure in the trailrpipe will open the valve and admit air to the brake-cylinder,.and a slide valve controlling the brake-release in partial traverse and making a direct connection between the train-pipe and brake-cylinder in full traverse, said slide-valve beingbalanced as to the ports and passages between the train-pipe and brake-cylinder.

11. In a brake mechanism, the combinationof a chamber or casing communicating with the auxiliary reservoir and a brake-cylinder, a piston traveling in such chamber, a slidevalve actuated by the piston and controlling the brake-release, a passage leading direct from the train-pipe to the brake-cylinder and having ports opening against the slide-valve by which the passage is normally interrupted, such valve having a recess (1 for connecting said ports at full traverse whereby the air is admitted direct from the train-pipe to the brake-cylinder for emergency purposes, a piston traveling in a chamber which is formed in the slide-valve and which communicates with the auxiliary and brake-cylinder and also with the train-pipe, the reservoir-pressure and train-pipe pressure acting on'opposin g faces of the piston within the slide-valve whereby the same is balanced when the pressure equalizes and a valve controlled by the piston and closing the passage to the brake-cylinder when the piston is balanced but opening the same when the train-pipe pressure isreduced and the equilibrium destroyed.

12. In abrake mechanism, the combination of a chamber or casing communicating with the auxiliary reservoir and brake-cylinder, a piston adapted to travel in such chamber, a slide-valve actuated by the piston and controlling the brake-release, a piston traveling within a chamber formed within the slidevalve, such chamber having passages in com munication with the reservoir, brake-cylinder and train-pipe, the reservoir and trainpipe pressure acting on opposing faces of the piston within the slide-valve whereby the same is balanced when 'the said pressure equalizes, the said last-named piston having a valve-body on the stem adapted to normally close the passage from the chamber within the slide-valve to the brake-cylinder but to be unseated when the train-pipe pressure is reduced.

13. In a brake mechanism, the combination of a service-valve controlling admission of reservoir-air to the brake-cylinder and an emergency-valve controlling both emergency action and the brake-release in all actions of the mechanism.

14. In a railway-brake mechanism, a slidevalve actuated by a piston, the first travel of the piston closing the communication between the train-pipe and auxiliary reservoir, and the first travel'of the valve closingthe communication between the brake-cylinder andthe atmosphere, in combination with a valve for venting the auxiliary-reservoir air to the' brake-cylinder, and independent of the piston.

15. In a railway-brake mechanism, a slidevalve for closing the communication between mosphere'and the full travel of the valve ad-' mitting air from. thet'rain-pipe to the brakecylinder. i

17. In a railway-brake mechanism, the combination of a train-pipe, an auxiliar r reservoir, a brake-cylinder and a slide-valve provided with a recess, such valve governing the ports and passages leading from the train pipe to the brake-cylinder' and balanced as to these ports and passages, by train-pipe air in the initial port or passage G and auxiliary reservoir air in the port G and the recess.

18. In a brake mechanism,the combination of a train-pipe, an auxiliary reservoir, a brakecylinder, a slide-valve having a recess, a direct passage from the train-pipe to the brakecylinder having its course interrupted by the .6. o

slide-valve but made continuous when in conjunction with the recess at certain movements of the slide-valve whereby the two passages Gand G normally openupon the face of the slide-valve, a passage cl extending through the slide-valve and a passage 9 conneetingpassage d with the port or passage G through the recess d, whereby reservoir-air presses upon the slide-valve at G and train-pipe air at G.

19. In abrake mechanism, the combination of a train-pipe, an auxiliary reservoir, a brakeeylinder, a slide-valve provided with a recess, a passage from the train-pipe opening against the faceof the slide-valve, a second passage from the face of 'the slide-valve to the brakecylinder, such passages forming a direct connection between the train-pipe and brakecylinder when connected by the recess, and a passage normally conducting reservoir-air to the said second passage whereby the slide-;

valve will be balanced by the train-pipe pressure and auxiliary-reservoir pressure pressing upon the same face of the valve and against,

the reservoir-air on the other face. 20. In a brake mechanism, a slide-.valv controlling adirect passage between a train pipe and a brake-cylinder; such valve being balancedby train-pipe pressure and auxiliary-reservoir pressure acting in conjunction on one face of the valve and against auxiliary- I reservoir air acting alone on the other face.

21,111 a brake mechanism, a slide-valve controlling a direct passage between a trainpipe and a brake-cylinder, such valve being balanced by auxiliary-reservoir pressure exerted on both faces.

nAnvEY s. PARK.

Witnesses:

ALBERT II. Lon-B, JNo. B. GROMMES.

It is hereby certified that in Letters Patent No. 555,877, granted March 3, 1896,

upon the application of Harvey S. Park, of Chicago, Illinois, for an improvement in a Fluid-Pressure Brakes, an error appears in the printed specification requiring correction as follows: In line 12, page 4, the hyphen between the words controlling and passages should be stricken out; and that the said- Letters Patentshould he read with this correction therein thait the same may conform to the record of the case in the Patent Ofiice. I

Signed, countersigned, and sealed this 16th day of February, AS. D., 1897.

' JNO. M. REYNOLDS,

Assistant Secretary of the Interior.

[SEAL]- Countersigneaz JOHN S. SEYMOUR,

Commissioner of Patents.

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