provements in Air Brake Mechanism for Railway Trains, and in the Engineer's Valve for the same
Year: 1895

page_text: Date of Application, 30th Apr 1895-Accepted, 8th June, 1895
COMPLETE SPECIFICATION
Improvements in Air Brake Mechanism for Railway Trains, and in
the Engineer's Valve for the same
I, CHARLES GOODWIN EMFRY, of No 1 West 72nd Street, in the City, County
and State of New York, United States of America, Manufacturer, do hereby
declare the nature of this invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement
-
One of the present improvements, is to provide means whereby the air exhausted
or vented under pressure from the mechanism of an air brake system, and for the
purpose of effecting an application action of a brake piston thereof, can be utilized
to effect an application action of a supplemental brake mechanism
By "brake-system' is meant a fluid brake mechanism, such for example as is
known to this it and which consists of a train pipe and connected brake cylinder
having a brake piston moved to effect a brake application by venting or exhausting
from a part of the sy tem an normally held therein under pressure Braking action
is effected, in one form of such system, by exhausting the brake cylinder and train
pipe air through the medium of the train pipe, in another form, brake application
is effected by separately exhausting the cylinder and train pipe air in another, by
exhausting only the train pipe an in another, by exhausting only air that usually
18 stored in condition opposing train pipe air pressure
and there are other but less
prominent special forms of such sy tem
The mechanisms I have selected to exemplify my invention, consist of the train
pipe of an an brake sy tem, which pipe represents a part of the system normally
holding compressed air the exhaust of which effects the application action of the brakes
of the system of a supplemental bi ke cylinder and piston which may be considered
as the driver-brake mechanism of a locomotive and of a valve mechanism (in the
form for example of an engineer's valve mechanism) adapted to effect the application
of the brakes of the system by exhausting (as from or through the train pipe) the
an held therein under pre sure and to apply the same upon and for effecting an
application action of the piston of the supplemental brake mechanism
Another object of the invention is to provide a new construction of engineer
valve mechanism, the emergency valve of which operated by a variation between
opposite pressures which variation is effected by a separate valve, or the hand valve
usually manipulated by the engineer, and which has as another of its functions to
control the giaduation reduction of tiain pipe pressure independently of any action
on the emergency valve
The invention consists of devices for carrying out the above mentioned objects,
together with other features of improvement, the elements, and the combination
of elements of which, will be pointed out in the clans to follow this Specification
Referring to the drawings herein,
Figue represents a general digiaminatic view of an automatic air brai e
mechanism embodying my improvements
Figure 2 is section of a check or retaining valve employed
Figure 3 is a cross section of the engineers valve mechanism on the plane a, arot
Figure looking from the night hand, or acro s the axis of the plug valve to which
the engineer's handle is attached, the position of the parts being that of running
Figure 4 is a similar section with the movable parts in emergency position

page_text: VICW TTOM The left and of Figure
and partly tu
section
igure 6
Iigure 3
Is a horizontal plan section of said hand valve, on plane bo of
Figure 7 is an elevation view of sud valve as the same is seen from the left of
Figure 3
Figure 8 is a detail view of the handle spindle of said valve
Refering to these views in detail, the numeral 1 represents the train pipe 2, one
of the train-pipe brake cylinders and auxiliary or local reservoirs of the system, the
form thereof berein shown being of the equilibrio construction, 3, the main reservoir
and its pipe connection with the engineer's valve 4, the exhaust pipe from the
emergency exhaust port of the engineers valve
and the driver brake or
supplemental cylinder
ول
6 indicates the casing of the engineer's valve mechanism, in which is located the
piston 7 between chambers 8 and 9 the former of which may be at all times in
communication with the main reservoir through a passage extending thereto, as the
passage 10 through the stem 11 of said piston, and the latter of which chambers is
controllably connected with the main reservoir as also with an exhaust port as
explained below A spring 12 is arranged between the casing and the piston
1 be
stem of the piston is in operative contact at its lower end with the slide valve 13, n
the face of which is cut a pr sage 14 of size and extent adapting the valve upon
proper downward movement to put the train pipe exhaust passage 15 into full, open
communication hough passage 16 with exhaust pipe 4 This valve bears on its
back or reservoir side the wedge 17 which at the upper position of the valve, is
shown in Figure 3, bears against the bevelled bridge 18 fixed to the cising whereby
the valve is held tightly on its seat The outer vertical edge of this valve move
under shoulders in the side supports of said bridge, so that when the valve is
depressed to the position shown in Figure 4 it will still be held upon its seat,
16servon pressure also acts to hold the valve seated The mun purpo e of spring 12
1s to hold the valve in closed position its arrangement and tension being such that
when it is not restrained by the piston it will act to raise the valve and against
friction and reservon pressure
The main or hand operated valve 19 of this mechanism is conical in shape, as scen
in Figures 6 and 7, and is provided with the emergency and release pissage 20 and
with the graduation pas age 21, the former of which in 1unning position of the
valve, as seen in Figure 3 acts to put the chamber 9 into communication with the
main reservoir throngh the port 23, as il o, under proper movement of the vilve, t
put the chamber 9 to communication with the emergency exhan t port 24, 1 well a
the reservoir port 23 and ti un pipe port 2), for the purpo of relea and the
litter of which p * 1
IIVI to put the ti un pip to ralu to exhut through
pit port 2d the r
Inte port 26
op mm to the atmosphere Th
mam valve is also provided with feed pa 46 27 located o that yhen the valve
is in ruting po ition ☑ mit II mc 3, it will communicate with the reservon
tl rotch *1 (23
the ti T
"
I'm
1
p
open initial]
28ch contain
The
pring se te pre sure ret in valve 29, and beyond said valve the pas age 2h
opens into the radial p at 30 which latter pa sage in running position is locat d
so as to be in communication with the train pipe port 2) I his valve 1 for the
purpose of retaining a certain excess pressure in the main reservoir over and above
the pressure of the train pipe, for the purposes well understood in the art
main valve is also provided with a peripheral passage 31, the lower end of which, s e
Figure 5, is, in position of running, in open communication with the pipe 32 as also
with the driver brake exhaust port 33 Pipe 32 openly joins the exhaust pipe 4,
which latter pipe extends to aid enters the driver brake cylinder above or below
the piston 34 therein according to the direction the piston is to move to apply the
bakes Locut in pipe 4, is the retaining valve 3), the function of which is to
permit flow of ir along the p into the diver brake cylinder and to prevent
the bar' flow c' the same
tante-v Ly cock of common construction, the
36 13
←

page_text: office of which is, when turned in one position, to open the pipe 4 as between
the engineers valve and the driver brake cylinder and close the same against the
atmosphere, and, in another position, to open said pipe to the atmosphere and close
the same as to communication with the driver brake cylinder
37 is the stem of the main valve, to which stem is fixed tbe engineers handle 38
This stem engages the inner end of the valve by the drive head 39 fixed to the
spindle and lying in the radial groove 40 41 is a rod which is threaded in the
spindle and bears against the smaller end of the plug valve 42 is a spring arranged
between the larger end of the plug and the cap 43 which engages a threaded hub
or casing 6, which sprin is to keep the valve seated in its casing A spring so
arranged acts to gradually seat the valve tighter than is desired and to make its
operation too hard, but by the use of the screw rod 41 the plug can be set to seat
by just the desued frictional contact, as well as adjusted to compensate for wear
The screw 1od is a positive and yet adjustable stop acting to control the seating
power of the spring It is to be noted that the screw stop-tod rotates with the
valve, being carried by the stem, and hence there is no motion relatively of the rod
and valve, and no wear between the same to affect the adjustment
The operation of this mechanism will now be understood In running position
shown in Figure 3, spring pressure, and reservoir air on the under side of the
emergency valve piston surve to hold the latter and the emergency valve in
upper position Reservoir air acts upon the pressure retaining-valve and
escapes at a reduced pressure into the train pipe Also the reservoir air
serves to hold the emergency valve closely pressed to its seat When it is desired
to effect a graduation stop, the operating handle of the main valve is turned to the
right so as to bring the graduation passage into communication with the train pipe
port 20 and the graduation port 26, whereupon the desued reduction of the
train pipe pressure will be effected, after which the valve will be returned to
running position or to release position, depending upon the demands of operation
To effect an emergency application of the brakes, the valve handle will be turned
to the extreme night, the reservoir passage 23 will be closed and the emergency
passage 20 will put the chamber 9 to the atmosphere through thɩ emergency port 24,
which will result in immediately discharging the reservoir pressure under the slide
valve piston, whereupon the reservoir pressure above the same will be exerted to
overcome spring 12 and to force the said piston and the slide valve downwudly, or
into the emergency position shown in Figure 4 in which position the valve will be
held by the then substantially uniform reservon pressure, until the handle is
reversed
The air vacated from the train pipe will flow into the driver biake cylinder and
move the piston to make an application of the brakes on the locomotive, the
retaining valve in pipe 4 preventing the backward ush of the air from this
cylinder
When it is desired to release the brakes, the engineer's valve handle is turned to
the extreme left, and the main valve in rotating will first close the emergency port,
then the chamber 9 will be put to communication with the main reservoir through
the emergency and release passage and the slide ilve raised to is uppermost
position thereby closing the train pipe emergency exhaust port and the further
rotation of the main valve will next put the tiain pipe and main reservoir into
communication through said passage, whereupon said pipe will be recharged anl
the tiain brakes be released After this release action, the valve may be turned
to running position
At the same time that the valve is rotated o the left and as it reaches running
position, the passage 31 in the larger end of this valve will come into communication
with the driver brake exhaust pipe 32 and the exhaust port 33, and thereupon the
driver brake cylinder an will cscape to atmosphere and the drivet brakes will be
released This exhaust passage is of such extent that, during the movement of
the valve between release and graduation positions, the pipe 32 15 held to opun

page_text: When it is
communication with its exhaust port On-lap position will obviously be that
position between the running and graduation positions where all ports are blanked
except as to communication between the reservoir and chambei 9
desired, the driver brakes may be cut out by the three-way cock and also they
may be applied or released thereby
'
The essential advantages of this mechanism, are that the exhaust pressure from
the train pipe is availed of for the purpose of applying the driver or other
supplemental brake also, that the work of raising the emergency valve against
re ervou pressure is not put on the engineer, who by simply turning his main valve,
which has no essential pressure thereon and therefore turns easily, can so direct the
reservoir air that its pressure is utilized to open the emergency valve, and this
howsoever imperfectly the emergency port is opened, so long as it is opened at
all, and further, reservoir pressure is availed of for very promptly and certainly
losing the emergency valve and before release communication is effected with the
train pipe
Other advantages will occur to those skilled in the ait and which,
therefore, are not necessary to be mentioned here
Having now particularly described and ascertained the nature of my said inven-
tion and in what maunci the same is to be performed, I declare that what I
claim is
-
1 In combination with an air brake system mechanism in which the brakes
thereof are applied by exhausting from the system air normally held therein under
pressure, a supplemental brake cylinder and brake-actuating piston, an exhaust
passage connection fiom said mechanism to said cylinder, and a valve controlling
said connection and opet able to conduct the air exhausted from said mechanism to
said cylinder to effect a braking action of its piston
2 In combination with an air brake system mechanism in which the brakes
thereof are applied by exhausting from the system air normally held under pressure
therein, a supplemental brake cylinder and brake-actuating piston, an exhaust
passage connection from said mechanism to said cylinder, a valve controlling said
connection and operable to conduct the air exhausted from said mechanism to said
cylinder to effect a braking action of its piston, and an exhaust passage connection
from said cylinder to and controlled by said valve
3 In combination with an an-brake mechanism and with the train pipe and a
brake cylinder and piston thereof, a supplemental brake cylinder and piston, an
exhaust passage connection from the train pipe to said supplemental cylinder, and
a valve controlling said conncetion and opeiable to conduct the air exhausted from
the train pipe to the supplemental cylinder to effect a brake application action of
its pr ton
4 In combination with an air brale train pipe a bi the-cylinder and auxiliary-
re ervon and valve mechani m acted upon by ti un pipe pressure to control the
same, supplement il brik piston and cylinder, and a valved pas age connection
from the ti un pip to the supplement il eyimder acting to conduct the train pipe
exhaut air to sind supplement al cylinder whereby to acturte its brake piston
In combination in an air brake niechanism and with the train pipe and
engineer's valve thereof, a brake piston and cylinder, and a passa¸ connection
from the train pipe exhaust port of the engineer s valve to said cylinder, whereby
train pipe exhaust air is conveyed to said cylinder and to actuate its brake piston
6 In combination in an an biake mechanism and with the train pipe and
engineers valve theicof, a brake piston and cylinder, a passage connection from the
train pipe exhaust port of the engineers valve to said cylinder, whereby train pipe
exhaust air is conveyed to said cylinder and to actuate its brake piston, and a
retaining valve located in said connection and acting to prevent flow of air from
the cylinder to the train pipe
7 In combination in au an biake mechanism and with the tirin pipe and
engineer silve of the same, a brake piston and cylinder having passage

page_text: connection to the train pipe exhaust port of said valve, and the said valve having
ports and passages acting upon suitable movement of the valve to convey the train
pipe exhaust air to said cylinder and to exhaust the same therefrom
8 In combination in au engineer's valve mechanism a valve controlling an
exhaust port from the train pipe, a piston connected thereto and having a
substantially uniform air pressure on one of its faces and normally maintained
opposing air pressure on its opposite face, and a hand valve acting upon suitable
movement to exhaust the normally maintained air to operate said piston to open
said valve
9 In combination man engineers valve mechanism, a valve controlling the
emergency exhaust port from the train pipe and normally held closed by a spring,
a piston movable by a variation of pressure on its opposite faces to open said valve,
and a hand-operated valve acting upon suitable movement to effect said vacation
of pressure, substantially as set forth
10 In combination in an engineers valve mechanism, a valve controlling the
emergency exhaust port from the train pipe and normally held closed by a spring,
a piston for opening said valve, an open passage conveying reservoir air to one side
of said piston, and a controllable passage for conveying reservon air to and
exhausting it from the other side of said piston for the purpose of opening said
emergency valve, substantially as set forth
11 In combination in an engineer's valve mechanism, a valve controlling the
emergency exhaust port from the train pipe a piston for operating suid valve and
arranged in a chamber openly communicating with the main reservoir on one side
of the piston, a passage extending from the reservoir to the said chamber on the
other side of said piston, and a valve located in said passage and operable to effect
a variation of reservoir pressure on the piston, for the purpose of opening and
closing said emergency valve, substantially as set forth
12 In combination in an engineer's valve mechanisın, a slide valve controlling
the emergency exhaust port from the train pipe a piston attached to and for
operating said valve and arranged in a chamber openly communicating with the
main resei voir on one side of said piston, a passage extending from the reservoir
to the said chamber on the other side of said piston, and a valve located in said
passage and for effecting a variation of reservoir pressure on the piston to operate
said emergency valve and also to put the train pipe to graduate exhaust
substantially as set forth
13 In combination in an engineers air biake valve mechanism a casing and a
conical or plug valve seated therein a spring for holding said valve to seat, and a
stop bearing against and moving with said valve and adjustable to control the
valve seating action of said spring, for the purpose set forth
14 In combination in an engineer's air-brake valve mechanism, a casing and
conical valve seated therein, a spring for holding said valve seated, a stem engaging
and for rotating said valve, and a stop carried by said stem and adjustable to limit
the valve seating action of sud spring, for the purpose set forth
Dated this 30th day of April 1895
HASELIINE, LAKE & Co,
45, Southampton Buildings, London, WC, Agents for the Applicant