Improvements in Air Brake Graduating Mechanism for Railway Trains
Year: 1895

page_text: Date of Application 30th Apr, 1895-Accepted 22nd June 1895
COMPIFI SIPCHLICATION
Improvements in Air Brake Graduating Mechanism for Railway
Trains
I CHARIIS GOODWIN LMFRY, of No 1 West 72nd Street, in the City,
County and State of New York United State of America, Manufacturer do
hereby declare the nature of this invention and in what manner the same is to
be peiformed, to be particularly described and ascertained in and by the following
statement
-
This invention relates to mechanism adanted to automatically produce various
amounts of 1cduction of fluid pressure in, or exhaust of fluid pie suic from, the
train pipe of an air brake sy tem, pecially of the hind known a
exhau to reduction of pressure
In the drawings,
giduation
Fig 1 is a front elevation view of in engineers valve mechanism embodying my
invention
Fig 21
central vertical sect on of the same on plane a a of F₁, 3, the parts
being in running position
Fig 3 is horizontal section of the same on plue 6 of Figs 1 and 2 looking
downwardly, the parts being in running position, and the mun or conical plug
valve being shown in full, while the drum, or graduating valve is in central section
on sud plane
Fig 4s like sectional view, the parts being in fist graduation position, and
the main and graduation valves being shown in full
Figcnd view of Fig 4, from the night hand, the cover plate of the
graduation valve bariel being removed
Fig 6 13 vertical section on plane go of Fig 2, the plane being extended
vertically through the ca ing of the main valve, ind the section being viewed from
the left of sud figure, this Figure 6 also showing an cnluged detail section of
the feed valve ind its ca ing on the said plane
Fig 7 is a cios cetion of the main valve on plane c c of Fig 3, viewed from the
left hand of said figure
Fig 8 shows similar cro.s sections on the plane dd of 1, 3, and on the
plane d d of Fig 6
3
Fig 91 a similar cross section on the plane e of said big
८
Fig 10 is a similar cross ection on the plane f f of Fig 3
Eg 11 IS modified form of construction in vertical central and cross-
sections
In these view , I represents the munciing of the mechanism 2, the train pipe
connection, 3, the train pipe exhaust pipe or port 4, the main leчei voll
Connection,, the emergency valve for opening the train pipe through passage 6
in this valve to full or emergency exhaust 7, i piston attached to and for operating
said valve and having the stem 8 open fiom reservon space to above the piston
which piston is operable by fluctuation of pressures un chambers 9 and 10 below
and above said piston, 11, fixed bevel bridge-piece fo holding aid valve seated,
and 12, a spring for normally holding the valve in the elevated or closed position
shown 13 is the main or hand operated valve, which is of comical form, being
seated in a correspondingly shiped bearing in the main casin and which is
operatively connected through spindle 14 to the engineers bin lle lo
D
7

page_text: In the casing (Fig 2, 6 and 8) is located the feed passage 16, wluch pas age
contains a valve 16 of common form and spring seated for reta nin reservoir
pro- ure
This passage is in open communication through poit 16 on one side of
the valve with the m in reservon pa sage 19, and on the other side of this valve
ths pas age communicate, hen the main valve is in uning po ition, with
the train pipe port 17, through put 16 and the feed passige 16 in the mun
valve
The main valve is provided with the peuplioral passage 18 (Fig 7) adapted in
extent to, in all positions cxcept that of emɩrency, hold the main restivoir port 19
in open communication with the port 20 opening to the lower pi ton chamber 9
(Fig 2 and 7)
1 periplicial emergency passage 21 is also provided (Fig 2) by which upon
suit ible movement or the vile the exhaust pa age 22 from chimber 9 is put to
communication with the emergency port 23 opening to the atmosphere, and whereby
air pressure is quickly exhausted from the chamber 9 and the valve pi ton caused
to move the emergentsalve, to fully and quickly exhau t the train pipe, by the
action of air pie sure in the chamber 10 which is in open communication with the
main reservoir through the hollow tem of the piston This emergency paige is
also of extent adapting it, upon suit all movement of the valvc, to put the resei voir
port and the train pipe port to open communication for the purposes of relu ise,
passage 18 duing such movement muntaining reservoir pres uie in chimber 9 and
holding the en cigency valve closed
The
24 is the aduation passage in the mun valve (F 9), thi pas age being in
planc with the exhau t pas age 25 extending to the night-hand end of cylinder 26
containing the graduation abutment or piston 27 held normally to po ition at this
end of the cylinder by the graduation spring 28, which preferably is of consider ible
length and size o is to have regula, uniform and curtain tensional action
cylinder is closed an-tight at its piston end, and said piston moves practically
tight therein a plug screw 29, however, is provided whereby the end of the
cylinder can be opened thus putting the exhaust pissage 20 to the atmosphere
also the spring end of the cylinder is normally opened to the atmo ph
port 0 it the tact end th ✓ 1 1 he wills of thi
cym let 410 pierced by
graduation ports 31, which may be of equal size and be seputed by spices
corre pon lui to th
ping under coiture varyi
lilly ari n
and th
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the min valve by the an ul
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by
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The oper I
In umum poition i crven an is needing by the
aiso maint un trun pipe pre sure
pressure-icfamming valvet the tram pipe, and
in the chamber Flow the emergency piston When in enigeus application of
the brakes is called for, the engineer will turn his handle to the corresponding
position, thereby cutting off ie ei voir communication to the lower piston chamber
and putting said chamber to atmospheric exhiu t, thus causing the depression of
the piston and energency valve and the con cquent tall and sudden exhaust of air
from the train pie
Turning the handle to release position, first recharges the
lower poten chan be from the river thu cl ing the cintrgency valve, and
114 111 r try r tu mich
11
vu' c 111 111 II WII 11
the hau 'I may be turnca ↑ 1 !!!! po tie 11
11
When it i des rel to effect antiined or c
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11 11 11 11
↓ # L tu
Faluatim application of the
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opu IOUS

page_text: that represents the required train pipe reduction, the graduation positions on the
dial under the handle being each marked to represent the reduction that will be
cfected at that po ition-as by numerals indicating pounds of train pipe reduction,
or pie sure, or pounds on tons pressure exerted by the brake Upon the handle
being o placed, the ginduation passage in the mun valve opens the train pipe to
the spring cylinder, and train pipe pies ure is exerted on the spring piston to move
the same to a position (Fig 4) where it will uncover the graduation exhaut port
put to atmosphere by such setting of the handle, and thereby allow train pipe air
to escape
When the predetermined duction has been effected, the spring will
return its piston, cover the open exhaust port, and stop the flow of train pipe air
If a greater or added reduction be des red the handle can be turned to position of
leiter exhaust
or if the reduction determined upon prove, during exhaust, to be
too much, then the handle can be turned backwardly and such exhaust he stopped
o be limited by that of the backward, lesser pressure position
In g 11 show another form of valve mcchanism for openin, and closing the
final graduation exhaut ports In thew the parts are like those of the
preceding figures, except that a piston valve 38 is provided which valve is length-
wist movable in barrel 39 to open the exhaust poits 31 to the outer or exhaust
ports 40, the valve passage 41 effecting such communication for any one port and
the main body of the valve closing the other ports On the barrel of this valve 15
mounted a spring indicator 42 which engages the indication notche 43 on the
scale 44, when the valve is set to a particular position This valve can, at any
time before application of the brakes, be set by hand and left in exhaust position,
which is an advantage over the mechanism previously described in that false
manipulation of the main valve will not interfere with the graduation action for
which the graduation valve is set, also the particular graduation power indicated
can be used repeatedly and without further attention to oi manipulation of the
graduation mechanism and, further, if it be desued for any reason, the outer
exhaust port can be governed independently of the in un valve controlling admission
of a to such port, as by the graduation valve
I he essential features are, that the predetermined reduction is certainly and
ac un ately effected, and it is not necessary to employ gauge to follow or indicate
the reduction of pressure that an over-estimation of reduction can be corrected
duing the reduction flow that an under estimated reduction can be augmented,
but only by definite and certain addition and that the whole amount of graduation
reduction in bo so dehned that graduation action will not merge into or produce
emergency action
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is
] In combination with a ti un pipe and an exhiut pass ige therefiom, mechanism
aujust able to put said passage at different points along the same to communication
with an exhaust port, and an clastically supported abutment movable under
ti un pipe pressure to open said pas age to the said port, for the purpose set
forth
2 In combination with train pipe, an exhaust passage therefrom having an
outer exhaust port, an elastic illy supported abutment located in sud passage and
moving under train pipe pressure to put said passage and port into open com-
munication, and a valve acting independently of said abutment to control said port,
for the purpose set forth
3 In combination with a train pipe, an abutment adapted to receive train
pipe pressure, a plurality of exhaust ports from the train pipe controlled by
said abutment, means whereby relative movement is effected by tiain-pipe
pressure as between said abutment and said ports, and port closing mechanism
for opening one of said ports and closing the others, for the purpose set forth
4 In combination with a train pipe exhaust passage, an elastically supported

page_text: abutment or piston, two or more exhaust ports from the train pipe relative to which
said abutment has movement under train pipe pressure to open the train pipe
thereto, and a valve mechanism movable to open any one of said ports and to close
the others, substantially as set forth
In combination with a train pipe and an exhaust passage therefrom adapted
to be opened and closed as by hand valve, an abutment in said passage, and
a plurality of exhaust ports therefrom controlled by said abutment and by relative
movement between the ports and abutment, and means such as a hand valve for
opening one of sud ports to exhaust the train pipe and for closing the others
substantially as set forth
6 In combination with an engineci s valve mechanism, a train pipe exhaust
passage connection to and opened and closed by the hand operated part of said
mechanism, a spring sustained piston in said passage movable over and to connect
a series of exhaust ports with the passage, said ports being also controlled by said
hand operated part, substantially as set forth
Dated this 30th day of April 1895
HASELTINE, LAKE & Co,
45 Southampton Buildings, London, WC, Agents for the Applicant