US638025A - Fluid-pressure brake. - Google Patents

Description

No. 638,025. Patented Nov. 28, I899. H. 0. MULLER.

FLUID PRESSURE BRAKE.

(Application filed May 14, 1898.

3 Sheets-Sheet I.

(No Model.)

INVENTOR BY M77 Mwm,

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N0. 638,025. Patented NoVQZS, I899.

H. 0. MULLER.

FLUID PRESSURE BRAKE.

7 (Application filed. May 14, 1898.) (No Model.) 3 Shanty-Sheet 2.

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NITED STATES PATENT HARRY o. MULLER, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO JOHN E. REYBURN, F SAME PLAoE.

FLUID-PRESSURE BRAKE.

SPECIFICATION forming part of Letters Patent No. 638,025, dated November 28, 1899.

Application filed May 14, 1898.

To all whom it may concern:

Be it known that LHARRY O. MULLER,a citizen of the United States, residingin the city and county of Philadelphia, State of Pennsylvania, have invented a new and useful Improvement in Fluid-Pressure Brakes, which improvement is fully set forth in the following specification and accompanying drawings.

My invention relates toimprovements in fluid-pressure brakes; andit consists of means whereby the rotary motion of a car-axle is utilized to operate a pump which supplies compressed air to be used for applying the brakes and also filling a reservoir with compressed air to be used in applying the brakes.

It also consists of means for automatically stopping or throwing out of action the pump which supplies the reservoir with air when the same has attained a predetermined pres sure within the reservoir.

It further consists of means whereby the compressed air within the reservoir may be directed to the brake-cylinder, so as to effect the application of the brakes, and also of means for releasing said brakes.

It further consists of a valve of novel conbe taken direct to the brake-cylinder if 'the air within the reservoir is not up within a certain number of pounds of the required braking pressure.

It further consists of novel details of construction, all as will be hereinafter fully set forth, and particularly pointed out in the claims.

Figure 1 represents a plan view of a fluidpressure brake embodying my invention. Fig. 2 represents a side elevation of certain of the parts seen in Fig. 1' and a portion of a car to which the same is applicable. Fig. 3 represents a partial side elevation and partial vertical section, on an enlarged scale, of the mechanism for operating the pump that supplies the storage-tank with air, the section being taken on line 00 m, Fig. 4. Fig. 41'epresents a plan View of certain of the parts seen in Fig. 3. Fig. 5 represents a vertical section of a valve-casing with a plurality of valves therein, the section being taken on line y y, Fig. 6. Fig. (3 represents a plan view of certain of the parts seen in Fig. 5. Fig. 7 rep Serial No. 680,671. (No model.)

resents a side elevation of a valve employed, the same being on a reduced scale. Figs. 8, 9, and 10 represent horizontal sectional views of the valve seen in Fig. 7, the sections being taken on line 2 .2, Fig. 7, and said figures being on-an enlarged scale, illustrating the different positions of the plug in said valve.

Similar numerals of reference indicate corresponding parts in the figures.

Referring to the drawings, 1 designates a tank or reservoir for air, said tank being secured in any suitable manner to the housing 2 of the friction-wheels 3 and 4, as best seen in Fig. 3, it being noted that in Fig. 1 the reservoir 1 is placed to one side of the housing2 for the purpose of more clearly illustrating certain portions of the invention which would otherwise be hidden were said reservoir placed directly above said housing 2, as seen in Figs. 2 and 3, it being understood, however, that in practice the reservoir 1 is preferably located directly over the housing 2, while, if desired, said reservoir may be secured 'to the body of acar. The housing 2 has secured thereto the cylinders 5 and 6, within which are the pistons 7 and 8, respectively, said cylinders and pistons serving as a pump or compressor for forcing air into the tank or reservoir 1. The piston 7 has its rod 9 secured to a sliding block 10, which latter is guided in the ways 11 on one side of the housing 2. The sliding block 10 has journaled therein one end of a pitman 12, whose a crank-arm 14, secured to the shaft 15 of the friction-wheel 3, so that when the latter is rotated by means hereinafter described the same will impart a reciprocating motion to the piston 7, as is evident. The rod 16 of the piston 8 is secured to a sliding block 17, guided in the ways 18 on one side of the housing 2. The block 17 has journaled therein one end of a pit'man 19, whose opposite end is fitted to the wrist-pin 20 of a crank-arm 21, which latter is secured to the shaft 15 of the friction-wheel 3, it being apparent that the rotary motion of said wheel 3 will impart a reciprocating motion to the piston 8, as is evident.

It is to be noted that the crank- arms 14 and 21 are so placed on the shaft 15 that they opposite end is fitted to the wrist-pin 13, of

form an angle of substantially ninety degrees relatively to each other and for a purpose to be hereinafter described.

The shaft is journaled in boxes 22, adapted to slide in a vertical direction in ways 23 on the housing 2, it being noted that the shaft 15 passes through a slot 24 in both side walls of the housing 2 to permit said shaft 15 to be raised and lowered, for a purpose hereinafter referred to.

Pivoted in the side walls of the housing 2, as at 26, are levers 27, one extremity of each of said levers being connected in any suitable manner to its respective box 22, while the opposite extremity of each of said levers is coupled to one end of their respective links 28, it being noted that said links 28 are coupled to a cross-rod 29, which latter is connected to.the rod 30 of a piston 31, which is adapted to reciprocate in a vertical direction within the cylinder 32.

The ways 23 are located to cause the boxes 22 to move in a path that is tangential to the friction-wheel 4 to bring the friction-wheels 3 and 4 together in tangential relation, or, in other words, to cause the friction-wheel 3 to move in a path that is otherwise than coincident with a radius of the friction-wheel 4. This imparts what might be termed awedge or shear contact between these frictionwheels, whereby the frictional contact is .much in excess of that which would be at-' tained by moving the friction-wheel 3 radially relative to said friction-wheel 4.

A communication is established between the interior of the cylinder 32 and the valveohambers 33 and 34 through the passages or ports 35 and 36, respectively, as seen in Fig. 3, the function of said passages and valve chambers being hereinafter described and it being noted that the chambers 33 and 34 are provided with the valves 37 and 38, respectively, the construction of which will be apparent.

The interior of the cylinders 5 and 6 (see Fig. 4) communicates with a chamber 39 through their ports or passages 41 and 40, respectively, so as to permit the air in said cylinders to pass therefrom and enter the chamber 39, it being noted that said chamber 39 is provided with a valve 42, which alternately opens and closes the ports or passages and 41, so as to cause the air in said cylinders 5 and 6 to enter the pipe 43, which leads therefrom to a chamber 44 in the valve-casing 45. (See Fig. 5.) The chamber 44 is in communication with the chambers 45 and 46, it being noted that the port 47, which forms a passage between said chambers 44 and 45*, is formed with a valve-seat 48 for the valve 49 and that the upper portion of the chamber 46 is likewise formed with a valve-seat 50 for a valve 51, said valve 49 being secured to a stem 52, as seen in Fig. 5. The stem 52 has secured thereto a head 53, which is adapted tobe raised and lowered by the varying pressure of the air in the chamber 45 said head 53 being guided in the space 54 in the upper portion of the valve-casing 45.

It is to be noted that the valve 51 when in its normal position is closed, due to the action of a spring 55, one end of which bears against the head 53, the other end thereof abutting against a screw 56, the object of which is to adjust the pressure of the spring 55 relatively to the air-pressure required for seating and unseating the valve 49. The lower extremity of the stem 52 bears against the upper face of the valve 51 and causes the latter to remain on its seat, thus closing the communication between the chambers 44 and 46 when the valve 49 is in the position seen in Fig. 5. When the valve 49 is caused to close the port 47, as will be hereinafter described, the pressure of the stem 52 against the valve 51 will be removed, so that said valve 51 will be lifted from its seat 50 by the action of a spring 57, which in expanding raises a plunger 58, whose stem 59 bears against the under side of said valve 51, thereby establishing a communication between the chambers 44 and 46, for a purpose to be hereinafter described.

The chamber 58 in which the plunger 58 moves, is open at its lower end to the atmosphere, while there is sufficient room between the plunger and the chamber to permit the passage of air. At the upper end ofthe chamber 58 is an outwardly-facing valve-seat 57, against which a valve 59 at the upper end of the plunger seats and cuts ofi the communication between chamber 46 and the atmosphere when said plunger is elevated by the spring 57. It is seen, therefore, that when the valve 49 is open and valve 51 closed the plunger 58 is depressed to unseat valve 59 and establish communication between chamber 46 and the atmosphere.

The chamber 45 communicates with a chamber 60 through a port or passage 61, which is normally closed by a valve 62, held against its seat 63 by a spring 64. The chamber 4-5 also communicates with the chamber 60 through a port 62 which is normally closed by a valve 64 it being noted that the chambers 45 and 60 are provided with outlets 65 and 66, respectively.

The chamber 44 has connected thereto one end of the pipe 43, so that the air from the cylinders 5 and 6 will be forced from the same into said chamber and from the latter, through the port 47, into the chamber 45 and from thence, through a pipe 67, into the inlet 68 of the four-way brake-valves 69. (See more particularly Figs. 1 and 2.)

The chamber 60 is in communication with the tank 1 through a pipe 70.

The chamber 46 has a pipe 71 leading therefrom to the inlet-port 72 of the brakevalves 69.

The outlet-ports 73 of the brake-valves 69 have a pipe.74 leading therefrom to the chamber 33. (Seen in Fig. 3.)

The ports 75 have a pipe 76 leading therefrom to a brake-cylinder 77, as seen in Figs.

1 and 2, it being noted that said cylinder 77 has a piston 78 therein, which is connected to a rod 79, which operates the brake-lever and causes the same to apply the brake-shoes 81 to the wheels 82 of a car 83, asbest seen in Fig. 1.

The valve-plug 87 of the valve 69 has a central port 76 leading through the lower end thereof to the atmosphere and through a lateral port to connect with the ports 73 and 75 of the valve-casing.

The brake-shoes 81 and cross-bars or brakebeams 84 and 85, as also the rod 86, which connects the cross-bar to the brake-lever 80, are omitted in Fig. 2 with a View to more clearly illustrate such portions of the device as are shown in said Fig. 2.

It will be apparent that the casing 2 and its adjuncts can be maintained in the proper relative position to the car-axle 4 by any suitable means and that various devices may be employed to this end. In the present instance, however, I in practice prefer to connect the compressor-cylinders 5 and 6with the adjacent brake'beam 84, as seen in Fig. 1, by suitable connections 85 which I have not deemed necessary to describe in detail, as the same form per se no part of the present invention, as the exact manner of retaining the casing and its adjuncts in the desired position must necessarily be changed in adapting my invention to car-trucks of different constructions.

The operation is as follows: To illustrate the operation of the device, it is supposed that the valve 69 is in the position shown in Fig.

8that is to say, with the train-pipe 67 closed, the brake-pipe 76 open to the atmosphere, and the chamber 33 open to the atmosphere through the pipes 74 and 71 and chambers 46 and 58 It is understood that in this position the pump will be working and forcing air into the chamber 44 and thence into chamber 45 through the port 61 and into the tank. As soon as the pressure within the tank becomes normal or the predetermined pressure is secured the valve 62 closes, and the pressure then within the chamber 45 overcomes the tension of spring 55 and raises the piston 53. This closes the Valve 49,while the spring 57 elevates the plunger 58, and thereby opens valve 51 and closes valve 59 This conducts the air from the pump through .the chambers 46 and pipes71 and 74 to the chamber 33 and acting on the valve 37 depresses the same and through its stem 37? depresses the valves 37 and 38, the former opening the port 40 and the latter closing the end of the pipe 38 communicating with the tank. The air in the chamber 32 below if necessary.

In case of leakage the pressure in chamber45" would decrease, and then the spring 55 will open valve 49, close valve 51, and open valve 59 The opening of the latter valve establishes the communication between the chamber 33, through pipes 74 and 71 and chambers 46 and 58 with the atmosphere, so that the pressure within the tank will raise the valve 38 to allow the air from the tank to enter the chamber 32 below the piston 31, the port 40 being closed, whereby the piston 31 is raised and the pump thrown into gear, it being understood that as soon as the predetermined pressure is secured the parts automatically resume their former position. To apply the brakes, the valve-plug 87is turned to the position shown in Fig. 10, which connects the train-pipe 67 and brake-pipe 76, so that the air-pressure can apply the brake. It also establishes communication between pipe 74 and the atmosphere and closes pipe 71, leading from the chamber 46. As soon as the trainpipe is connected with the brake-pipe the pressure within the chamber 45 falls, which opens the valve 49 and closes valve 51, while the communication of pipe 74 with the atmosphere starts the pump working, as will be understood. The train-pipe can take its pressure from the tank or direct from the compressor, or both, it being understood that the air from the tank can pass to the train-pipe through the valve 64 After the brakes are thus applied the valve is then turned to the position shown in Fig. 9, which closes both the train-pipe 57 and brake-pipe 76 and still keeps the pipe 71 closed, while maintaining the pipe 74 in communication with the atmosphere. This'keeps the brake supplied, while the pump continues to work to reestablish the pressure within the tank and cylinder 45 When the brakes are to be released, the valve is turned again to the position shown in Fig. 8, by which the parts are restored to their normal position ,as described.

It has been noted that the friction-wheels are moved into and out of engagement positively by fluid-pressurethat is to say, they are thrown into operative engagement by pressure from the tank upon the bottom of the piston 31 and disconnected by direct pressure from the air-pump through chambers 44 46 and pipes 71 and 74, said piston thus always having fluid-pressure on both sides thereof.

It will be evident that when two valves 69 are employed on one car-one on the front and the other on the back platformit will be necessary tothrow one of said valves out of action, which may be done byrotating the plug 87, so that the same shall occupy the position seen in Fig. 9, it being noted that the ports 68, 72, and 75 are closed, so that no communication exists between the ports 72 and 73. Neither does a communication exist between the ports 68 and 75.

IIO

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a fluid-pressure brake, a compressor geared to the running-gear of a car, said gearing comprising a clutch, a reservoir communicating with said compressor, means for moving a member of said clutch into operative position by fluid-pressure derived from said reservoir, and means for moving said clutch into inoperative position by means of fluid-pres sure derived direct from said compressor.

2. In a fluid-pressure brake, a compressor geared to the running-gear of a car, said gearing comprising a clutch, a reservoir comm unicating with said compressor, means for moving a member of said clutch into operative position by pressure derived from said reservoir, and means for moving said clutch into inoperative position by pressure derived direct from said compressor, the operation of said means being controlled by reason of variations of pressure in said reservoir.

3. In a fluid-pressure brake the combination with a reservoir, of a friction-wheel geared to the running-gear of the car, a friction-wheel movable toward and away from the same, connections common to said reservoir and said movable friction-wheel for positively moving the latter toward and away from the first-mentioned friction-wheel by means of pressure derived from said reservoir and according to the variations of pressure therein.-

4. In a fluid-pressure brake, an air-compressor and regulator therefor, a reservoir communicating with said air-compressor and with said regulator, a valve-casing having a port communicating with said air-compressor and with said reservoir, a port communicating with the train-pipe, a port communicating with the regulator, and a valve for controlling said ports and for establishing communication between the train-pipe port and the regulator-port and the atmosphere.

5. In a fluid-pressure brake, the combination of a grooved wheel mounted on a caraxle, a friction-wheel adapted to con tact therewith, a crank-shaft upon which said last-mentioned wheel is mounted, movable bearings for said crank-shaft, the cranks at the extremity of the latter being turned at an angle to each other, a plurality of pistons suitably supported, a reservoir, connections from the cylinders of said pistons to said reservoir and other connections common to the latter and to said movable bearings, whereby any varia-' tion of the pressure in said reservoir will cause a variation of the frictional contact between said wheels.

6. The combination of a reservoir, acylinder having ports on either extremity thereof, valves controlling said ports, one of said Valves being actuated by an increase of pressure in said reservoir and the other of said valves communicating with and being actuated by reason of the pressure derived from the air-compressor, a piston in said cylinder, apiston-rod attached to said piston, levers suitably fulcrumed, links common to said levers and piston-rod, afriction-wheel mount ed upon acrank-shaft, the latter having movable bearings, said bearings being actuated by said levers, asecond wheel mounted upon a car-axle, and connections from said firstmentioned or friction wheel to the cylinders of an ai r-compressor.

7. In a fluid-pressure brake, the combination of an air-compressor, a train-pipe, a reservoir and a valve-casing, the latter having therein a chamber 44 into which air is forced from said pump, a port 47 leading from said chamber, a second chamber 45 with which said port communicates, a valve 49 controlling said port, a stem 52for said valve, a head 53 attached to said stem, a spring bearing upon said head, a chamber 46 located in proximity to said chamber 44, a valve 51 for said chamber, said stem 52 controlling the movement of said valve, a spring-actuated piston located below said valve 51, a chamber 60, in proximity to said chamber 45 and valves seating in opposite directions and controlling ports common to the said chambers 45 and 60, and valve 87 having ports communicating with the chambers 45 and 46, with the trainpipe, with means for regulating the operation of the compressor, and with the atmosphere.

8. In a fluid-pressure brake, the combination of a reservoir, avalve-casing located at either end of the car for controlling the pressure in a brake-cylinder, a valve-plu g 87 having ports and passages therein substantially as shown and described, a plurality of aircompressors operated by frictional contact with a wheel mounted on the car-axle, a valvecasing located in proximity to said air-compressor, and receiving compressed air therefrom, a plurality of chambers in said lastmentioned valve-casing, and valves in said chambers adapted to seat in opposite directions, the said chambers in the last-mentioned valve-casing communicating with the aircompressor, the ports of the casing or valveplug 87, the means for regulating the air- .compressor, and the atmosphere.

9. In a fluid-pressure brake, a casing, con taining the chambers 44, 46, 45 and 60, a pipe leading from an air-pump to the inlet-chamber 44, pipes leading from the chambers 46 and 45 to abrake-valve 69, a reservoir, a pipe leading from the latter to said chamber 60, valves common to the chambers 45 and but seating in-opposite directions, a check-valve loof pressure in the latter causes said pump to be operated, an inlet-chamber receiving compressed air from said pump, a valved chamber communicating with said inlet-chamber and leading to a brake-valve, a pipe leading from another chamber communicating with said valved chamber to said reservoir, and connections common to said brake-valve and the brakes for actuating the latter.

11. En a fluid-pressure brake, a reservoir, an air-pump, means common to said pump and reservoir, for enabling any decrease of pressure in said reservoir to operate said pump, an inlet-chamber receiving compressed air from said pump, a valved chamber communicating with said inlet-chamber, and leading to a brake-valve, the latter consisting of a suitable casing having a plurality of ports therein, two of said ports communicating with said valved chambers and a chamber adjacent to said inlet-chamber, another port communicating with means for regulating the operation of said air-pump, a plug in said valvecasing constructed substantially as described and having a port communicating with the atmosphere and a pipe leading from said valve-casing to a brake-cylinder.

12. A valve-casing for a fluid -pressure brake, having a chamber communicating with an air-compressor, avalved chamber in communication therewith and with the brakevalve, a second valved chamber communicating with the first-mentioned chamber and with the brake-valve and with a valved chamber in communication with the reservoir, and valves between the first-mentioned chamber and the two valved chambers communicating therewith, and controlled by the pressure within the second-mentioned valved chamber.

13. A valvecasing for a fluid-pressure brake, having a chamber communicating with an air-compressor, a valved chamber com municating therewith andwith the brake-valve, a second valved chamber communicating with the first-mentioned chamber and with the brake-valve and with a valved chamber communicating with a reservoir, two ports between said second valved chamber and the valved chamber communicating with the reservoir, said ports being controlled by oppositely-opening valves and the said valve opening into the second valved chamber being u nder the control of and closed by a resilient cushion and valves between the first-mentioned chamber and the two valved chambers communicating therewith, controlled by the pressure within the second-mentionedvalved chamber.

14:. A valve casing for a fluid pressure brake, having a chamber communicating with an air-compressor, a valved chamber communicating therewith and with the brake-valve, a second valved chamber communicating with the first-mentioned chamber and with the brake-valve and with a valved chamber communicating with a compressed-air reservoir, and valves between the first-mentioned chamber and the two valved chambers communicating therewith, the valve of the second valved chamber being closed by fluid-pressure therein and opened by spring-pressure and controlling the opening and closing of the valve of the first-mentioned valved chamber.

15. In a fluidpressure brake, a frictionwheel mounted on the runningear of the car, a friction -wheel 3 adapted to contact therewith, a crank-shaft upon which the lat ter wheel is mounted, shifting bearings for said crank-shaft, a piston-cylinder and piston, a reservoir, a connecting-pipe and valve mechanism intermediate of said reservoir and piston-cylinder, means for moving said wheel 3 into contact with the adjacent wheel by fluid-pressure derived from said reservoir, means for moving said wheel 3 away from the adjacent wheel by pressure derived direct from said compressor, and a connection be tween said piston and said shifting bearings.

HARRY O. MULLER.

Witnesses:

JOHN A. WIEDERSHEIM, WM. 0. WIEDERSHEIM.

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