US784506A - Air-brake system. - Google Patents

Description

Patented March 7, 1905.

ISAAC M. SIMONS, OF YOUNGSTOWN, OHIO.

AIR-BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 784,506, dated March 7, 1905.

Application filed July 19, 1904. Serial No. 217,203.

To all whom it may con/ceriu- Be it known that LISAAC M. SIMoNs, a citizen of the United States, residing at Youngstown, in the county of MahoningandState of Ohio, have invented new and useful Improvements in Air-Brake Systems, of which the following is a specification.

My invention relates to air-brake systems for railway-cars, and more particularly to automatic check-valves for use upon trains having one, two, or more engines.

A great objection heretofore experienced in connection with trains having two or more engines has been the fact that the air brakes have necessarily been under the control of one engine.

The object of my invention, therefore, is to provide a check-valve of novel construction adapted to be placed upon the engines of a train in such a manner that either or both of the engines can be utilized for applying or releasing the brakes of the system.

The invention consists of a casing adapted to be placed at a suitable point in the enginecab where the forward and backward trainlines connect with the pipes leading from the pumps. The casing has a loose valve mounted therein and consisting of a tubular core inclosed by rings or flanges, and inlets are so disposed in the casing that one of them may be shut off when the valve is shifted into one of its positions. A valve is employed for controlling these inlets, and another valve is also employed for controlling the forward pipe of the casing.

The invention also consists of the further novel construction and combination of parts hereinafter more fully described, and pointed out in the claims.

In the accompanying drawings I have shown the preferred form of my invention.

In said drawings, Figure 1 is a vertical section through my improved valve and its casing, and Fig. 2 is a detail view of the valve detached.

Referring to the figures by numerals of reference, 1 is a valve-casing in which is slidably mounted a valve which consists of a tubular core 2, open at its rear end, provided adjacent its forward end with a port 2' and embraced by preferably three annular flanges 3, 4, and 5, each of which is provided with suitable packing whereby a tight connection is formed between said flanges and the inner surfaces of the casing 1. Ports 6 are formed in the core 2, between the flanges 4L and 5, and a pin 7 extends from the flange 3 and is adapted to reciprocate within a recess 8, formed in one end of easing 1 at a point above a back train-pipe 9. This pin 7 prevents the valve from rotating within casing 1,and a cylindrical extension 10 incloses the pin 7 and serves as an abutment to limit the movement of the valve toward pipe 9. ranged on the other end of the casing 1 and is adapted to be contacted by core 2, so as to limit its movement in that direction. The forward train-pipe 12 extends from the end of easing 1 adjacent lug l1 and has a valvecasing 13 therein, in which is arranged :1 r0- tary valve 14:, having an L-shaped passage 15 therein, which is adapted to open communication through the pipe 12 or to direct air from the forward portion 16 of pipe 12 outward through a vent 17, formed in valve-casing 13.

The ports 6 in core 2 are adapted to aline with an inlet-pipe 18, extending from casing 1, and this pipe is similar to another pipe, 19, which extends from said casing at a point adjacent the end on which the lug 11 is located. Pipes 18 and 19 are connected to a valve-casing 20, in which is located a rotary valve 21, adapted to establish communication between either of the pipes 18 and 19 and a pipe 22, extending to the pump. (Not shown.)

It will be understood that the valve shown in Fig. 1 is arranged on the second engine of the train, and the portion 16 of pipe 12 will extend to the pipe 9 of the valve-casing 1 on the first engine. If it is desired to place the train in the control of the head engine, the pressure in the train-line is reduced by means of the engineers valve 23 on the head engine. The pressure in front of the loose valve in casing 1 on the second engine will therefore be reduced, and said valve will move forward until the flanges 3 and 4: thereon assume positions at opposite sides of the inlet 18, thereby shutting off said inlet, it being understood A lug or abutment 11 is a1 that this movement of the valve takes place before the pressure can equalize on opposite sides of the valve through the ports in the core. The pump to which pipe 22 is connected is therefore shut off from the line, and the brakes are in full control of the leading engine, for the reason that a free passage is established from the valve of said engine through the pipes 16 and 12 and through the core 2 from end to end to pipe 9. When the air is released from the main reservoir to the train-line, it will rush into casing 1 and force the loose valve back, so as to again place the ports 6 in alinement with pipe 18,..thereby allowing the pump connected to pipe 22 to aid in charging the train-line. When it is desired to place the train in control of the second engine, the valve 21 on the second engine is turned so as to cut oif pipe 18 and valve 14 is turned so as to establish communication between pipes 16 and vent 17. The first engine is thus cut off from the train-line, and by operating the engineers valve 23 of the second engine the brakes can be operated through inlet -'pipe 19 and the loose valve. With this arrangement the engineer on each engine has control of the train-line, and the pump of each engine can be utilized for releasing the brakes as well as for charging the train-line after the brakes have been set.

In the foregoing description I have shown the preferred form of my invention; but I do not limit myself thereto, as I am aware that modifications may be made therein without departing from the spirit or sacrificing any of the advantages thereof, and I therefore reserve the right to make such changes as fairly fall within the scope of my invention.

Having thus described the invention, what is claimed as new is 1. A valve for air-brake systems comprising a casing having ports at opposite ends thereof, a tubular core arranged for reciprocation and fitting snugly within the casing, said core being adapted to maintain communication between the end ports, valve-controlled inlets opening into the casing, and a lateral port provided in the core and adapted for communication with the passage through the latter and one of the inlets.

2. A valve for air-brake systems comprising a casing having train-pipes communicating therewith, a tubular core mounted for reciprocation in the casing and adapted to maintain communication between the train pipes, spaced flanges embracing and movable with the core, and valve-controlled inlets opening into the casing, the core being provided between a pair of its flanges with a port designed to communicate with one of the inlets.

3. Avalve for air-brake systems comprising a casing having ports at opposite ends there of, a tubular core mounted for reciprocation within the casing and adapted to maintain communication between the ports, flanges embracing the core and contacting with the casing, said core having a lateral port disposed between a pair of the flanges, and valve-controlled inlets leading to the casing, one of said inlets being designed to communicate with the lateral port in the core.

4. A valve for air-brake systems comprising a casing having air pipes communicating therewith, a controlling-valve arranged in one of the pipes, a tubular core mounted for reciprocation in the casing and adapted to maintain communication between the pipes, spaced flanges embracing and movable with the core and fitting snugly within the casing, said core being provided with a port disposed between a pair of the flanges, means for preventing rotation of the core and flanges, and valvecontrolled inlets opening into the casing, one of said inlets being adapted to communicate with the port in the core.

5. In a device of the character described, the combination with a casing having valvecontrolled inlets. a valve-controlled pipe open ing into one end of the casing, and a port at the opposite end thereof; of a tubular core open at its ends and adapted to reciprocate within the casing, annular flanges upon the core fitting snugly within the casing, said core having ports between two of the flanges adapted when in one position to register with one of the first-mentioned inlets, and means for preventing the rotation of the core and flanges.

6. In a device of the character described, the combination with a casing having valvecontrolled inlets adapted to be connected to a pump; of a tubular valve loosely mounted within the casing and adapted to maintain communication between openings at opposite ends of the casing, a valve-controlled pipe extending from one of said openings, the valve within the casing being adapted to automatically cut off communication between one of the inlets and one of the openings in the casing.

In testimony whereof I aflix my signature in presence of two witnesses.

ISAAC M. SIMONS.

WVitnesses:

MAX E. BRUNSWICK, JOHN MIsKnLL.

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