US888566A - Air-brake. - Google Patents

Description

3 SHEETS-SHEET 1.

J. B. WRIGHT.

AIR BRAKE APPLICATION FILED OUT. 9, 1907.

No. 888,566. PATENTED MAY 26, 1908. J. B. WRIGHT. AIR BRAKE APPLICATION FILED 00 9, 1907. 3 SHEETS BHEET 2 I/vi tn eases T T B. WRIGHT. PA EN ED A 1908 AIR BRAKE APPLICATION FILED OUT. 9, 1907.

3 SHEETSSHEET 3.

. Wm y i i--- Eg O O O O O D 0 O O O O O O O O O O O O O O O O O 1 0 0 O O O O O O O O O O 0 O O O O O O O O O 0 0 O D 0 O m mum) Y \Hlllll i NI a train pipe,

ting device for eachof UNITED srarns rgrnnr OFFICE.

JOHN BUNYAN WRIGHT, OF GREENSBORO, NORTH CAROLINA.

AIRTBRAK'.

Application filed October 9,

To all whom it may concern:

Be'it known that I, JOHN B. WRIGHT, a citizen of the United States, residing at Greensboro, in the county of Guilford and State of North Carolina, have invented a new and useful Air-Brake, of which the following is a specification.

This invention relates to a para'tus of that class employed for automatically operating the brakes of a railway train in case of derailment, or-in the event ofmovement of the truck or trucks to an abnormal position with respect to the body of the car. In devices of thisclass, as heretofore constructed, it has been usual to employ a separate brake setthe trucks, and to valve or valve conplace in the train pipe a but this has been nection for each truck,

found to some extent objectionable, owing to the numerous train pipe connections with the consequent increase of danger of leakage and in the matter of expense of applying a separate valve mechanism .for each truck.

One of the principal objects of the present invention is to materially lessen the cost of installation and the dan er of leakage in the bythe emp oyment of a single valve in connection wltli each car, and to providemeans whereby said valve may be operated from each of the trucks.

A. further object of the invention is to so arrange and construct the mechanism that the valve may be located at any suitable point, either at the center or at the end of the car, or at such other point 'as may be deemed advisable by the typeof car to which the device is applied.

A further object of the invention is to provide a novel form of valve and train pi e connection and to provide a pair of in ependently operable means,- each of which may be moved for the purpose of forcing-the valve to 0 en position without afiecting the position 0 the other.

A still further object of the invention is to provide a valve structure of such nature as to' readily permit cutting off of-the valve in case any of the parts are disarranged or broken. 5

A still further object of the invention is to provide-means for locking the valve in open position'after the operation of either'of the valve actuating devices, sothat' in case the latter should return to'normal position after Specification of Letters Patent.

a momentary operation ofthe valve, the

Patented May 26, 1998.

1907. Serial No. 396,652

latter will not be closed and the train piiple pressure will be reduced to an extent su cient to insure an emergency application pf the brakes.

A still further object of the invention is to provide an' improved form of truck connection which will insure ositive opening movement of the valve in the event of derailment of the truck or in case a truck should jump to a siding as the train is crossing aswit ch, or in the event of an abnormal movement in any direction of either the truck or the body of the car. r

With these'and other objects in view, as will more fully hereinafter appear, the invention consists in certainnovel features of construction and arrangement of parts, hereinafter fully described, illustrated in the accompanying drawings, and particularly pointed out in the appended claims,'it being understood that various changes in the form, proportions, size and minor details of the structure may be made without departing from the spirit or sacrificing any of theadvantages of the invention.

In the accompanying drawings :Figure 1 is a-side elevation illustrating the application of the invention to an ordinary form of passenger, freight, or flat car. Fig. 2-is a similar view showing the arrangement of the valve at one end of a hopper car. Fig. 3 is a sectional plan view of the valve. Fig. 4 is a transverse sectional view of the same on the line 4-4 of Fig. 3. Fig. 5 is avertical section of the mechanism arranged at each car, the view being in a direction transverse of the car. Fig. '6 is a sectional plan view on the line 6+6 of Fig. 5. Fig. 7 is a plan view of the cam bar carried by the bolster or other part of each truck.

Similar numerals of reference are employed to indicate corresponding throughout the several figures of the rawmgs. i

- The valve mechanism is arranged within a casing 10 that is carried by a bracket or hanger 11 of any suitable size and shape and arranged to be bolted or otherwise secured to the under side of the car latform, to the sills, or to the end portion of a hopper or similar car, or in any other ositionmost suitable to the type of car on w ich it is to be employ ed. At one end of the valve casing is an airentrance chamber 15 that is provided at one end with a threaded nipple 16- for the receparts ' train pipe.

interfered with, except when anism is operated. At a central point in the c exposed to train pipe pressure.

' pressure quickly and brakes.

At a point between the valve and the tram tion of one end of the train pipe r, and at the opposite end is an externally threaded nipple 17 that is coupled to the section as of the Between the two train pipe sections extends a cylindrical strainer 18 in order to prevent the passage of dirt from the train pipe into the valve casing. This ar rangement avoids the necessity of employing a separate T-branch on the train pipe and the continuous flow of air through the pipe is not the valve mechcasing 10 are internal threads for the reception of a valve seat plug 20 that is formed of brass or other similar metal. This plug has a central passage 21 at the inner end of which is a conical seat for-a valve 22 that is carried by a stem 23. At the opposite end of the stem is secured a disk 24 thatis normally pressed outward by a helical compression spring 25 that surrounds the stem of the valve and is seated in a recess'in the outer ortion of the plug 20; This spring tends to hold the valve to its seat and the seating operation is assisted by the pressure of air in the train pipe, the whole area of the 'valvebeing The passage 21 communicates with a circular chamber 28 from which lead one or moreports 29 to the periphery of the plug, and that portion of the valve casing opposite the chamber 28 is provided with an annular recess 30 from which lead a number of discharge ports 32, 'soithat in case the valve iso ened, the air may pass from the train pipe through the port 21, the chamber 28,'and thence through ports 29 and 32 to the outer air, reducing the train pipe to an extent sufficient to result in an emergency application of the pipe connection is located a conical plug va ve 34 having at one end a stem 35 for the application of a key or wrench. Should any of the parts of the mechanism become broken or out of order, it is merely necessary to turn this valve in order to cut off the'mechanism for that particular car without affectin the mechanisms on the remaining cars o the two plugs 40 train. I v v At the outer end of the casing 10 1s an enlarged chamber provided with two diametrically opposed o enings in which are fitted bushings 36 of rass or similar metal, these being held in place by small pins or keys 37. Through these bushings pass rock shafts '38 that extend to the actuating mechanism ofthe trucks. F

pendent of each other, and to the head of- These shafts are wholly indeeach is secured a double operating cam 39.

The cams for convenience are formed 'of iron or steel and eaeh'is bored for the reception of and 41 that may be formed of brass or other metal. The lugs are renewable, so that in,case of wear 1t Wlll be a simple 'pins 54 carried one 111g arranged to form nient of the same, and as the cam continues to revolve, the adjacent plug 41 will be brought into enga ement with the dislg forcing the latter iina ly to the dotted line position and opening the valve to'a suflicient extent.

It has been found in practice that the cam or cams may be turned but momentarily and will not retain their valve opening position owing to breakage or derangement of the truck connections, and as this in many cases will not result in the desired reduction of train pipe pressure, it has been found desirable to employ means for locking the valve in the open position.- For this purpose a pivotally mounted locking awl 40 1s employed, the operating end 0 the pawl being normally pressed against the periphery of the disk 24 by a spring 41, while the tail 42 of the pawl projects through a suitable opening orrned in the valve casing. When the-disk 24 1s moved inward to a sufficient extent, the

pawl '40 will be forced inward by the spring 41 and will engage against the outer face of the disk, thus locking the same from return movement under the influencev of the spring and air pressure and holding the valve locked inthe open position so as to insure the-desired reduction in train pipe ressure and the resultant applicationof the rakes. a

To the under side of the car body at a point adjacent each of the trucks is secured a' casin 50 that isprovided with a cylindrical bore or the reception of avertically movable cylindrical stem 51, and to the lower end of this stem is secured alink 52. of approximately fusiform in,contour, tapering slightly toward each end, and the weight of the stem and link is carried by a helical tensionspring 53'that eXtendsbetween two other by the stem 51. v

' One side of the casing50 is enlarged and is provided with a vertical recess 55 opening intothe bore of the casing, and through the walls of the recess extends a cylindrical opention of one end ofvthe rock shaft 38, and this shaft may be formed of a single member extending from thetruck to the valve casing, or it may be formed of a number of sections, especially when it straight line.'

Securedto the rock shaft at a point within .the recess 55 is a rocker. arm 56 having a rounded outer end that fits within a recess 57 Each link is a bearing for the recep- 1 must follow other than aby the casing and the in the upper portion of the stem 51.v The] parts are so adjusted that under normal conby parallel'bars 66, and the distance between the two bars may be increased or diminished.

Projecting from any suitable portion of the truck, as, for instance, from the bolster or one of the transoms, are two horizontally disposed brackets 60 to which are secured two cam plates 61 that are rigidly secured together by a horizontal bar 62. The bar and plates are fastened to each 'other by rivets or bolts 63 and one of these forms a support for a revolubly adjustable disk 64. The two disks carry crank pins 65 which are connected by turning the disks with the rivets or bolts cam plates cannot 63 as centers.

Each disk and each cam plate 61 is provided with an arcuate row of openings 68, all of these openings being equi-distant from the center of movement of the disk. These openings are arranged for the passage of a securing bolt 69, held in place.by a nut 70. When it is desired to adjust the distance between the. bars 66 the bolts are removed and the disks are turned to the desired extent,

after which the bolts are inserted through the newly alined openings in the disks'and plates and-the parts are secured in position. This structure as a whole constitutes an operating cam that coacts with the link 52 to operate the valve. The cam bar is supported by the structure While the link is carried .by the body of the car and should there be any abnormal movement of either member with respect to the other, the bar and link will be brought into engagement and the link Will be moved vertically, such movement being transmitted in the manner previously described for the purpose of effecting opening movement of the valve. I

If the truck is derailed and moves downward, the bar will engage the lower arm of the link and the stem 51 will be pulled downward. Should the truck jump a-switch and tend to followa siding while the train is traveling on a main line, the abnormal turning movement of the truck will result in the turning of one or other of the cam plates 61 into engagement with the link, and as these ass through the links they must move the. atter either up or down and movement in either direction will result in opening movement of the valve. Any abnormal rocking movement of the car will bring the link into engagement with the relader practically all'conditions the car is safeguarded and an emergency application of the brakes will result in case of danger.

In hopper gondglas and other forms of hop- I per cars, there is ut little if any room below theear platform, and in such cases it may be 'desirgable to place the valve at a point above the car platform and under the hopper. This arrangement is shown in Fig. 2.

The rock shafts are formed in sections, the sections 38* which extend from the valve being provided-with crank arms 70 and the sections 38' that extend from the truck actuated mechanisms being provided with crank arms 71. The cranks are connected by suitable rods or links 72 for the purpose of transmitting the movement. This merely illustrates one method of arranging the valve at a point other than a direct line from the truck actuated mechanisms.

1. In apparatus of the class described, a train pipe opening valve, and a pair of independently operabletruck actuated mechanisms, eachincluding a valve engaging member arranged to move the valve to open position independent of the other member.

'2. In apparatus of the class described, a

3. In apparatus of the class described, a V

single train pipe opening valve on each car, independently movable valve operatlng devices carried by each truck, and operatlng connections extending from said operating devices to the valve and including valve engaging cams arranged to operate independent of each other.

4. In apparatus of the class described, a train pipe opening valve, a pair of valve operating mechanisms arranged one on each truck, rock shafts extending from the operating mechanism to the valve, and means on said rock shaft for moving the valve to open position. 5

-5. In apparatus of the class described, a train pipe opening valve, a pair of relatively movable actuating devices arranged at each truck, rock shafts extending from said actuating devices to the valve, and independent cams carried by the rock shafts and arranged to open said valve.

6. In apparatus of the class described, a valve casing connected to the trainpipe, a spring closed valve in said casing, a dlsk connected to the valve, a rock shaft, a cam disposed on the rock shaft and arranged to engage the disk, and a truck'actuated device for imparting movement to the rock shaft.

truck actuated member for imparting m0 vement to said rcck shaft.

8. In apparatus of the class described, a

valve casing connected to the train pipe, a

valve seat plug arranged therein and provided with a central passa e, and a valve seat, a valve arranged to c ose against the seat, said valve being subjected to the train pipe pressure, a stem carrying the valve, a disk secured to the stem, a rock shaft journaled in the casing, acam carried by the rock shaft and arranged to engage the disk, and a truck actuated mechanism for imparting movement to said rock shaft.

9 In apparatus of the class described, a caslngconnected to the train pipe, a valve jected to the train pipe pressure, a stem carrying the valve, a disk secured to the stem, a spring engaging said disk and tending to move the valve to closed position, a rock shaft journaled in the casing, a double cam carried by therock shaft and provided with removable wear pins, and a truck actuated means for operating said rock shaft. 4

In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

JOHN BUN YAN WRIGHT.

Witnesses:

JAs. M. WALKER. I II. B. STRAIT.

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