US612149A - Locomotive air-brake - Google Patents

Description

NmModell) Patented Oct. ll, I898. W. P. ALTER.

LOCOMOTIVE AIR BRAKE.

(Applieation filed Dec. 6, 1897.)

2 Sheets-Sheet I.

UNITED STATES PATENT OFFICE.

WILLIAM PARKS ALTER, OF DENNISON, OHIO.

LOCOMOTIVEl AIR-BRAKE.

SPECIFICATION forming part of Letters Patent N 0. 612,149, dated October 11, 1898.

' Application filed December 6, 1897. Serial No. 660,906. (No model.)

To all whom it may concern:

- Be it known that LWILLIAM PARKS ALTER, a citizen of the United States, residing at Dennison, in the county of Tuscarawas and State of Ohio, have invented certain new and useful Improvements in Locomotive Air-Brakes; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the figures of reference marked thereon, which form a part of this specification.

My invention relates to locomotive air-brake devices and piping systems, and has for its object the production of an improved engineers brake-valve and additional connections between the essential elements of an air-brake system, borne upon a locomotive, by means of which the engine-brakes may be manipu-- lated independently of those upon succeeding cars to which the train-pipe is operatively coupled.

My invention consists in providing the rotary valve of the brake-valve with certain cavities and its seat with a port leading through the valve-casing and connected by pipes with the exhaust-port. of the triple valve, enabling pressure to be applied to the engine brakecylinder by way of the avenues of the triple valve ordinarily employed to open that cylinder to the atmosphere. To the customary indicated operating positions of the engineers brake-valve lever I add a new-position or engine service demarcation, and upon moving the lever into the new position air from the main reservoir is admitted to the engine brake-cylinder only, no demand being made upon the auxiliary reservoir, as in the regular service application of the trainbrakes. Release of engine-brakes set as described is effected by turning the lever into the proper position while running. A suitable pressure reducing valve mechanism is introduced between triple valve and brakecylinder.

Each constituent element of my invention is described in detail and its individual office, together with the mode of operation of the whole, hereinafter fully explained.

Like numerals are employed to designate the same parts throughout the accompanying drawings, whereof Figure 1 represents a side View of all the devices save the engineers brake-valve, a top view of a cross-section of which is shown. Fig. 2 is a plan of the rotary-valve face. As any clear explanation of myinvention necessitates that all the parts and connections concerned be shown in one view, the first figure is introduced; but owing to space limitations and to the fact that certain essential elements are proportionately very small it has been found impracticable to preserve a single scale of drawing and the true relative positions of the parts. For example, the brake-valve is represented as enlarged and the sectionized portion turned toward the observer to exhibit the valve-seat in full with the port added by me in its proper place. Further increase in the scale is adopted for the second figure, with theintention of setting out plainly the contour and situation preferred for the new cavities in the rotary-valve face. Figs. 3, 4, 5, 6, 7, and 8 are explanatory diagrams indicating the valve-cavities and seat-ports in their various conjunctions corresponding to the different stations of the valve-lever.

I have illustrated and described my invention as forming part of the Vestinghouse airbrake system, but do not limit myself to any particular apparatus.

Upon the drawings in Fig. 1 numeral 1 marks the engine brakecylinder,connected by pipe 2, including a pressure-reducing valve 3, with the triple valve 4. From the triple valve pipe 5 leads to train-pipe 6 and pipe 7 to auxiliary reservoir 8. All the parts so numbered are of the customary construction and operation, the reducing-valve 3 being of the general character of that denominated a regulatingvalve and shown in detail in Fig. 2 and fully described in United States Patent No. 557,463, dated March 31, 1896, granted to G. Westinghouse, Jry Train-pipe 6 joins the engineers brake-valve 9, which has a circular valve-seat 10, possessing the port 11, extended by groove 12, the port 11, leading to atmosphere, port 13, leading to the train-pipe, cavity 14, and the remaining smaller ports required to carry out the regular operations of the air-brake system. In addition to the usual ports I have provided a new opening 15 between port 11 and cavity groove 21, number 22 designating the larger and 23 the smaller cavity; Both are'of a similar oblong shape with parallel sides and rounded ends, and median lines drawn join ing the ends of each interiorly would form portions of the same circumference described from the center of the valve-face." While the preferred form of the new cavitiesis shown in the drawings I- do not lir'nit'my'self solely thereto, and itis believed *to'be"within the scope of-my invention to change the location of these caVitiesQifdeSired.

Considering explanatory diagram Fig. 3, it

will be seen'that at full release cavity 22 joins "new port 15'with port 11-, enabling the triple valve 5 to erlhaust the brake-cylinder through the engineers valve instead of-directlytoair.-* A M Fig. 4 shows the f new or engine-service position fixed, usually, next in order'from the release position. Air from themain reservoir is'now admitted, by way of port-20 in rotary valve, cavity 14 in its seat, cavity 22 in'valve, and new port 15in seat,triple valve,and reducing-v'alve,tobrake-cylin der on'the-locomotive, into which it is delivered at a pressure'depending upon the adjustment of the reducing-valve'8, and'the engine brakes only-are set. New cavity 22'is intentionally restricted in size in order that'the brakes'may be operated without undue rapidity or shock in bringinga slowly-moving engine or train to a standstillwith the least possible expenditure of air. Shoulditbe expedient to holdthe brakes on, the needed pressure will be maintained beyond ordinary leakageby thefamiliar action of the reducing-valve.

Fig. 5 indicates the running position of the parts, the charge in the brake-cylinder In addition to the usual cavities I have I provided two new ones between port 20 and passing to atmosphere by way of new port 15, cavity-23, and port 11, all of the engineers valve. It is to be noted-that the valve-lever may be quickly moved from release to running position without materially affecting the engine-brakes.

- Figs. 6,7, and 8 point out the positions of the cavities and ports on lap and in makingthe regular service application and emergency application of the entire brake system. No meeting between the new port and cavities takes place in either of these positions' andno-interference with the regular operation of the system occurs, the engine- 'brak'es acting with the train-brakes in the ordinary manner and the changes in operation relating only to therelease of the former,

as'stated. Having thus described my invention, what suitably connected with said devices and providedwith an additional portinits-seat opening through the casing of'said valve, a pipe connecting said opening with the exhaustport of the triplevalve, the rotary or valve portion'of said engineers valve having additional cavities 22 and 23, substantially as described.

2-. In a locomotive air-brake, the combination with a brake-cylinder, triple valve and auxiliary reservoir,- of an engineers valve suitably connected with said devices and provided with anadditi'onal port in its seat opening through the casing of said valve, apipe connecting said opening with the exhaustport of the triple valve, the rotary or valve portion of said engineers valve having additional cavities 22 and 28, and a pressure-reducingvalve introduced between said triple valve and brake-cylinder,substantially as described. {In testimony in presence 1-. lna locomotive air-brake, the combina- 'tion with a brake-cylinder, triple valve and auxiliary reservoir, of an engineersvalve

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