US618204A - Air-brake - Google Patents

Description

No. 6l8,204. Patented lan. 24, i899. E. A. HAUERWAS.

Al B B HAK E.

(Application led June 9, 1897.)

(No Model.)

l ma

nur

NrTn STATES PATENT rricn.

EDGAR A. IIAUERIVAS, OF'SARATOGA SPRINGS, NEIVTORK, ASSIGNOR OF ONE-HALF TO CHARLES D. HAMMOND, OF ALTAMONT, NEV YORK.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 618,204, dated January 24, 1899.

Application filed June 9, 1897. Serial No. 639,969. (No model.)

To @ZZ whom it may concern: communication between the train and the Beit known that I, EDGAR A. HAUERWAS, brake-cylinder H, all of these parts being of residing at Saratoga Springs, in the county of theA usual construction and operated in the Saratoga and State of New York, have inusual manner. 55 5 vented a new and useful Air-Brake, of which When the valve F is in its released pothe following is a specification. sition, which occurs when the pressure on the My invention relates to air-brakes, and has train-line side of piston F is greater than the for its object to furnish for attachment to the pressure from the auxiliary reservoir on the well-known automatic air-brakes improved opposite side of said valve,there is open com- 6o 1o means for controlling the escape of air from munication between the outside of the brakethe brake-cylinder. piston, as at I, and the escape-pipe .I and relVith this object in view myinvention containing-valve K through ports I and I2, as sists in the improved construction, arrangeshown in Figs. l and 2. ment, and combination of parts hereinafter The retaining-valve K is a weighted, or it 65 15 fully described, and afterward specifically may be a spring-seated, valve which opens pointed out in the claims. when the pressure under it become great In order that persons skilled in the art to enough to raise it, which act of opening perwhich my invention most nearly appertains mits the escape of air from this valve through may make and use the same, I will now proany suitable port, as at K', Fig. 3, and re- 7o ze ceed to describe its construction and operaduces the pressure in front of the brake-pistion in connection with the accompanying ton in the brake-cylinder. This valve has drawings, forminga part of this specification, heretofore been supplied with no means for in whichoperating it except this pressure under it. It

Figure l is a sectional View of so much of is desirable under certain circumstances that 75 z 5 the well-known Westinghouse air-brake as is some other means for opening it not dependnecessary to illustrate my invention and its ent upon such pressure be provided-for inapplication thereto. Fig. 2 is a detail secstance, when it is desired to permit the estional view on the line 2 2 of Fig. 1. Fig. 3 cape of all pressure in the brake-cylinder or is a sectional view showing the retainingany part thereof less than sufficient to raise 8o 3o valve in open position with my improved the valve, such circumstances arising espelifter attached thereto. Fig. 4 is a sectional cially on a road in mountainous or hilly disview showing the same parts in closed positricts where there are numerous grades. On tion. Fig. 5 is a sectional view through my such roads it is extremely desirable that the improved escape-valve. Fig. 6 is a detail engineer have entire control of the pressure 85 3 5 perspective view of the locking device for the in the brake-cylinder, and to give him this rubber-seated valve. .control is the especial object of my inven- Like letters of reference mark the same tion. To accomplish this, I provide electroparts wherever they occur in the dierent magnets L L, located above the retainingfigures of the drawings. valve, which is made of iron or other mag- 9o 4o Referring to the drawings by letters, A is net-attracting metal, the electric line M for a pipe under the car, forming part of the energizing such magnets being supplied with main train-line, through which the pressure current from suitable batteries or dynamos is communicated from the main reservoir on located at any preferred position on the train the engine to the auxiliary reservoirs of the or engine. The line extends from the source 95 4 5 cars. The communication from this line to of current and magnets to the cab of the enthe auxiliary reservoir B is through the gine or to any desired station on the car or branch pipe C and the valves E and F of the train within reach of the engineer of a steamarrangement of valves at D, E, and F, known railway train, the motorman of an electric as the triple-valve, and thence through train or car, or any other person to whom the roo 5o branch pipe G, the valve D, known as the control of the brakes is assigned.

rubber-seated valve,7 being a medium of The circuit is an open one and at the c0ntrolling-station is provided with suitable circuit-closers, such controlling-station being herein represented as in the cab of an engine, in connection with the handle N of the engineers valve, by means of which the pressure from the main reservoir O and in the train-line is controlled. On this handle N, far enough from the end thereof to leave free space sufficient for the engineer to grasp the handle, especially as is sometimes hurriedly done in certain emergencies, without interfering with the electric current, is placed a circuit-closer P, which is so arranged, in any well-known or preferred manner, as to close the circuit when pressed toward thev handle and provided with means to automatically break the circuit when released from said pressure. With this arrangement the engineer will have absolute control over the pressure in the brake-cylinder when such pressure is insufficient to open the valve against the weight thereof or the closingspring when a spring-seated valve is used.

In ordinary use of this class of air-brakes small particles of dirt or debris of various kinds sometimes lodge between the rubberseated valve D and its seat, causing a small continuous leak until removed. Such removal cannot be made while the train is running, and a provision for neutralizing the effect of such leaks while the train is in motion is very desirable. This I accomplish to a great extent by the provision of an escape-valve Q, attached to the escape-pipe J. This valve (illustrated in detail in Fig. 5) consists of a casing' or cylinder R, having an inward-projecting annular flange Rand asmall escapeport R2 in the end. Its piston S has a small notch S in one edge, forming a port, and is held in position against inside pressure by a light spring S2. When the air-pressure upon this piston due to leakage, as before set forth, is not sufficient to overcome the resistance of the spring, the ports S' and R2 Will relnain open and permit of its free escape; but when it is sufficient to overcome the resistance of the spring the piston will be forced to seat itself against the flange R', which projects a sufficient distance inward to cover and close the port S in the piston, thereby also cutting oif communication between the inside of the cylinder R and the port R2, eifectually closing both ports. For effectually closing a very bad leak in the rubber-seated valve I provide other means, as shown at T in Figs. l and 6, which consists in a key, provided with a suitable handle,which key when turned one way has no effect, but when turned at right angles to its idle position serves to lock the rubber-seated valve D and the check-valve D firmly in their seats, positively closing them.

To lock the retaining-valve in an open position, I provide a key U, which when turned upward will hold the valve out of contact with its seat.

W'hile I have illustrated and described the best means now known to me for carrying out my invention, I wish it to be understood that I do not desire to restrict myself to the exact details of construction shown, but hold that any such slight changes and variations of such details as would suggest themselves to the ordinary mechanic would properly fall Within the limit and scope of my invention.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent of the United States, is

l. In an automatic air-brake, the combination with the brake-cylinder and the retaining-valve, of an escape-valve adapted to be closed by overpressure located between the said cylinder and valve, substantially as set forth.

2. In an automatic air-brake, the combination with the brake-cylinder, the retainingvalve and the retaining-valve pipe, of an escape-valve on said pipe adapted to be closed by overpressure, substantially as set forth.

3. In an automatic air-brake, the combination with the brake-cylinder, the retainingvalve, and the retaining-valve pipe, of an escape-valve on said pipe provided with a springcontrolled piston, adapted to be closed by overpressure, substantially as set forth.

4. In an automatic air-brake, an escapevalve, consisting of a cylinder havin ga small port in its end and an annular, inward-projecting ange, in combination with a piston having a notch in its periphery, and a spring acting to hold the piston against a given pressure but to be overcome by excessive pressure, substantially as set forth.

EDGAR A. HAUERXVAS.

Witnesses:

S. BRAsHEAns, DAVID STUART WATERS.

IOO

Images