BE539884A - - Google Patents

Description

       

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  Pressurized fluid braking equipment.



   The present invention relates to pressurized fluid braking apparatus, which are intended particularly for European trains and in which pressurized fluid supplied by an auxiliary reservoir is used to apply the brakes, the degree of braking being controlled according to the variations. of the fluid pressure in a brake pipe. relative to a reference pressure prevailing in a control tank.



   In certain known braking apparatus of this type, it has been in common use, during the complete release of the brakes produced by an increase in brake pipe pressure on a particular wagon, to reload a-

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 board almost completely the auxiliary tank with pressurized fluid taken from the main pipe, to a certain pressure lower than that of the general pipe by means of unidirectional communication and relatively unthrottled, while the control tank was kept closed with respect to the auxiliary tank and the brake pipe, and then to connect,

   after reducing the pressure of the brake cylinder to a certain value and establishing throttled and two-way communications of charge and overload dissipation, the two reservoirs, that is, the auxiliary reservoir and the control tank, to the general pipe in order to compensate for any pressure deficiencies that may exist in these tanks.



   Leakage of pressurized fluid from the control tank was found to be very low after the latter was initially fully charged and closed from the brake pipe so that its pressure tends to remain constant for a considerable time; on the contrary, the repeated, alternating and graduated braking and releasing, following a certain cycle, can for example cause repeated and cumulative losses of the pressurized fluid from the control tank; this fluid in fact escapes in the main pipe, during the successive and momentary loosening, as a result of repeated placing in communication of this reservoir with the main pipe;

   this may result in a pressure reduction in the control reservoir sufficient to render the brake control ineffective; we. has also observed at the same time that it is not necessary to compensate for the slight insufficient pressure in the auxiliary tank, at the end of the supply to the latter by the unidirectional communication, during such cyclical operation of the brakes.

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   In order to avoid the possibility of these undesirable losses of pressure in the control tank, during the cyclic operation defined in the preceding paragraph, the present invention proposes to produce a pressurized fluid braking apparatus belonging to the type considered and not having this drawback.

   This object is achieved, in accordance with a feature of the invention, by using a device which allows complete release of the brakes, in response to an increase in pressure in the brake pipe, without establishing between the brake pipe and the auxiliary reservoirs. and for controlling the bidirectional charge and overload dissipation communications, this device also making it possible to establish these communications when, for example, it is desired to achieve a complete recharge of the auxiliary tank and compensation for a possible insufficient pressure prevailing in the tank. control tank and resulting from leaks.

   ,
The present invention also proposes to provide a pressurized fluid braking apparatus belonging to the type in question and capable of effecting a variation in the degree of light braking, between that achieved by a reduction in rapid application. "in brake pipe pressure and complete release of the brakes, without establishing two-way load and overload dissipation communications and without producing, during such variation, a" quick-release "reduction in pressure from, general conddte.



   The braking apparatus according to the invention comprises a device for effecting an automatic and simultaneous delay of the release of the brakes and of the recharging of the auxiliary reservoirs on the wagons adjacent to the locomotive, in front of the locomotive. '' a train, whenever the brake pipe pressure increase on these wagons exceeds a certain value, thus initially retaining the brake pipe fluid

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 from the front of the train to increase the brake pipe pressure on the rear cars more quickly, in order to achieve a more uniform and faster release of the brakes on the different cars, all along the train.



   In the braking apparatus according to the invention, the rate of recharging of the auxiliary tanks, on the wagons adjacent to the locomotive, is controlled as a function of the rate of release of the brakes on these wagons.



   Other objects and advantages of the invention will appear in the more detailed description which follows. This description refers to the appended drawing, the only figure of which schematically represents the pressurized fluid braking apparatus according to the invention.



   Looking at the drawing, it can be seen that the braking apparatus according to the invention comprises a valve brake control device 1 for use on a railway car to control the load of the fuel tank. control 2 and the auxiliary tank 3 of this wagon, from a general pipe 4 extending all along a train, from the locomotive to the last wagon, and also to control the supply and emptying of A brake cylinder 5, the pressurized fluid of which is supplied from the auxiliary reservoir, in order to apply and release the brakes of this car in response to pressure variations occurring in the brake pipe.



   To carry out the load and the pressure variations of the general pipe 4, the well-known "mechanic's" valve (not shown) is used on the locomotive. This valve may be of the type which is actuated by moving a handle to a release position, to charge the brake pipe with a fluid at a relatively high pressure (up to 7.7 kg / cm2) during charging. initial installation, in order to achieve a uniform and rapid release of the brakes throughout the

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 train on the various wagons equipped with a braking device;

   this mechanic's valve can also be placed in an "on" position, to keep the general pipe loaded with fluid at normal operating pressure (which may be equal to
4.9 kg / cm2) in order to effect and / or maintain brake release on these cars; 'the engineer valve may also occupy a service clamping position to produce any desired degree of pressure reduction in brake pipe, below normal operating pressure and as long as the handle is held in this position, in order to achieve a corresponding degree of braking;

   the mechanic's valve can also be placed in a "cover" position to accumulate the fluid in the brake pipe at the desired pressure, and in an "emergency clamp" position to drain the fluid into the atmosphere. fluid under pressure of the general pipe with a rapid flow so as to achieve an emergency application of the brakes.



   The control device (the brake valve 1 comprises a pipe support 6 and a main housing 7 on which the support 6 is mounted and fixed by suitable means (not shown); the support 6 and the sensor 7 respectively comprise corresponding mounting surfaces 8 and 9, between which is' clamped a seal 10 preferably made of an elastic material.



   The pipe support 6 comprises: a main pipe channel 11 capable of being will connect sections of the main pipe 4 of the particular wagon on which the braking equipment is to be used, these sections extending in opposite directions ; a general pipe channel 12 constantly communicating with a corresponding pipe channel 12 of the main casing 7, by means of an orifice provided in the seal 10, and also with a channel 13 for overload dissipation of the auxiliary tank

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 provided in the housing 7, by means of another orifice provided in the seal 10 and a member with calibrated orifice 14 for dissipating the overload of the auxiliary tank, a member which can be accessed through the mounting surface 8 when the latter is separated here of seal 10;

   a quick clamping chamber or capacity which is useful when using the apparatus on a freight train; a quick tightening channel 16 constantly communicating with a corresponding quick tightening channel 16 'provided in the main housing 7, via an orifice provided in the seal 10; a chamber or quick-release capacity 17 which is opened on the quick-release channel 16 of the pipe support 6, by removing a plug 18 from the mounting surface 8, when the braking equipment is used on a train of travelers;

   a brake cylinder channel 19 having a branch connectable to a brake cylinder pipe 20, itself connected to the brake cylinder 5, and several other branches communicating respectively, constantly and without any restriction, with a brake cylinder channel 21, provided in the main housing 7, through a corresponding orifice of the seal 10, with a brake cylinder channel 22 of the housing 7 through a organ with calibrated inlet orifice with baffles 23, which can be removed via the mounting surface 8, and with brake cylinder channels 24 and 25 from the housing 7 via means to respective calibrated orifice 26 and 27 which are both removable by the mounting surface 8;

   a control tank channel 28 constantly communicating with a corresponding channel 28 of the main casing 7, via a corresponding orifice of the seal 10, and capable of being connected to a control tank line 29 connected thereto. even at control tank 2; and finally an exhaust channel 30 for the pressurized fluid, constantly communicating with exhaust channels 31, 32, 33, and 34 of the main casing 7, via corresponding orifices.

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 dants of the seal 10 and respective calyx orifice members 35, 36,
37 and 38y which are mounted in the pipe holder 6 and can be removed therefrom by the mounting surface 8.



   The usual general pipe shut-off valve device 39, which is mounted on the pipe support 6 and which comprises the usual air filter 40 and the shut-off valve 41 connected to a handle 42, is arranged so as to establishing and removing communication between the general pipe channels 11 and 12 of the pipe support 6. The device 39 comprises a chamber 43 constantly communicating with the channel 11; the air filter 40 is disposed in this chamber; an inlet port 44 open on the shut-off valve 41 constantly communicates with the chamber 43, and an outlet port 45 is constantly in communication with the channel 12.

   A channel 46 is provided in the cut-off valve 41 and can come opposite the orifices 44 and 45 for a determined position of the handle 42 of the valve *
On the other hand, a valve device 47 for emptying the control tank and the auxiliary tank is mounted on the pipe support 6. This device 47 comprises two valves 48 and 49, which are respectively arranged in pressure chambers. - section 50 and 51 located respectively at the pressure of the control tank and at the pressure of the auxiliary tank, and which cooperate with the respective seats 52 and 53 to control the communication between the chambers 50 and 51; the device 47 also comprises a pressure chamber 54 which is constantly open to the air through an orifice 55 provided in the casing of the device 47.



   The valves 48 and 49 are biased towards their respective seats 52 and 53 by light compression springs 56 and 57. Control rods 58 and 59 'are guided and slidably mounted in the pressure-free chamber, 54. , to respectively open the valves 48 and 49 despite the opposite action of the springs 56 and 57.

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   A guide and sliding member 60, which comprises opposite arms 61 and 62 capable of abutting respectively against the rods 58 and 59, is capable of acting on these rods to open the valves 48 and 49. This member 60 is pushed by a spring. 65, provided in the pressure-free chamber 54, so as to abut, by means of an articulation joint 64 with sleeve and ball joint against one end of a control lever 65 extending, to through an orifice 66, outside the housing of device 47.



   Around the articulation joint 64, the control lever 65 comprises a radial flange 67, which is urged by the spring 63 and by means of the member 60 so as to abut strongly against an annular shoulder surrounding it. 'orifice 66, thus defining a rest position of the various elements of the assembly; this position is shown in the drawing.



   During the operation of the valve device 47 for draining the control tank and the auxiliary tank, the valves 48 and 49 of this device can be opened by a pivoting movement of the lever 65 so as to communicate the chambers 50 and 51. respectively with the pressure-free chamber 54; in this pivoting movement of the lever 65, its flange 67 pivots around a point of contact to advance the member 60, via the articulation joint 64, in the direction of the valves, so as to push the rods 58 and 59 and to open the valves 48 and 49.

   Rod 58 is longer than rod 59; so that the valve 48 can be opened before the valve 49 during the pivoting of the control lever 65 and the advance of the member 60; thus, it is possible to open either the valve 48 or both the valve 48 and the valve 49, depending on the amplitude of the pivoting of the lever 65.



   In device 47, its chamber 50, located at the pressure of the control tank, communicates constantly with the channel 28 of the pipe support 6, while chamber 51, concerned with the pressure of the auxiliary tank, communicates with dismay.

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 an auxiliary reservoir channel 68 of the pipe support 6; channel 68 itself constantly communicates with the auxiliary tank 3 through a line 69, which is constantly open to a corresponding channel of the auxiliary tank 68 of the main housing 7 by means of a corresponding orifice of the seal 10.



   In addition to the channels already mentioned, exhaust channels 70 and 71, brake cylinder channels 72, 73 and 74, a fast-flow channel 75 for supplying the control reservoir, channels 76, 77 and 78 for charging and overload dissipation of the tanks, and a channel 79 for controlling the charging device
90 with valve are provided in the main housing 7.

   In the main housing 7 'there is also a member with a calibrated orifice 80 to regulate the continuation of the rapid tightening, a member with a calibrated orifice 81 for stabilizing the control of the service valve device, by the pressure of general pipe, a calibrated orifice 82 for stabilizing the control of the service clamping valve device by the pressure of the brake cylinder, a calibrated orifice 83 for controlling the rapid charge of the control reservoir. , a calibrated orifice 84 for controlling the slow charge of the control tank and a calibrated orifice 85 for controlling the slow charge of the auxiliary tank.



   On the other hand, a certain number of devices are enclosed in the main casing 7 or are in any case associated directly with this casing in another way, they are a valve device 86 service selector, a quick-release valve device 87, a service valve device 88, a load cut-off valve device 89, a load valve device 90, a locking valve device 91, a load cut-off device control tank overload check valve 92, a control tank overload check valve 93, an auxiliary tank charge check valve 94, a check valve device 95 for controlling the overload of the auxiliary tank @ i- re,

   and a valve device 96 for adjusting the inlet to the

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 brake cylinder.



   The service selection valve device 86 has a counterbore 97, which extends inwardly of the main housing 7; in the peripheral wall of this counter-bore open radially the channels 24, 25, 31, 32, 33, 34, 70, 71 and 72 of the housing 7.



   A sliding drawer 98 of the cylindrical type, which can be introduced into its housing and withdrawn therefrom from outside the casing 7, is disposed in the cylindrical cavity formed by the counter-bore 97; it can slide and is guided at its outer periphery by the inner peripheral wall of the counterbore.



   To achieve the selective passage of the drawer 98 to one or the other of two axial positions, corresponding respectively to the cases of freight trains and passenger trains, and to define these positions, the device 86 comprises a cam 99 and a camp bearing member 100, which are disposed in a cap 101 covering the open end of the counterbore 97, and can be actuated by a control lever 102 extending outwardly. laughing at that hat.



   The cam 99 is pivotally mounted on the cap 101 via a pin 103.,
The cam support member 100 is articulated at one of its ends on the cap 101 by means of a pin 104.



   The control lever 102 is connected to the cam 99 in a manner not shown in the drawing .; for example quite simply by fixing on the axis 103.



   The cam 99 has two shoulders 105 and 106 spaced circumferentially from one another; these shoulders extend in a substantially radial direction, outwards from the axis 103, so as to be able to abut against other shoulders 107 and 108 formed in the inner surface of the cap 101, and to define thus opposite limit positions of the movement of

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 rotation of the cam 99 around the axis 103. On the cam 99 is formed a surface 109 capable of resting against the end 110 of the cam bearing member 100, this end in turn abutting against a central boss 111 of the drawer 98.



   A slight compression spring 112 is disposed between the end wall 113 of the counterbore 97 and the corresponding end of the spool 98; this spring 112 is located in a chamber 114 defined by the wall 113, the end of the spool 98 and the counter-bore 97; it pushes the spool 98 so as to make it abut against the cam support member 100, which is itself pushed so as to rest against the cam 99.



   When the control handle 102 is in the right-hand position of the drawing, that is to say in the "goods" position, the shoulder 106 of the cam 99 is pressed against the shoulder. 108 of bonnet 101 and drawer 98 is in the corresponding position shown in the drawing. When the control handle 10 is moved from the "goods" position to a position to the right of the drawing, that is to say to the "passenger" position, the cam 99 pivots to a position defined by l application of the shoulder 105 against the shoulder 107 of the cap 101; on the other hand, as a result of the contour of the cam surface 109 applied against the member 100, the spring 112 can move the spool 98 to a corresponding "traveling" position.



   The length of the slide 98 is such, relative to the length of the counterbore 97, that the chamber 114 is constantly open to the channels 31 and 70 ,. but that it also opens on channel 32 when the drawer 98 comes to occupy its "passenger" position.



   An annular groove 115 is formed in the outer periphery of the spool 98. This groove 115 is calculated so as to remain constantly in communication with the exhaust channels 33 and 71 in the two positions of the spool 98, but either way. - furthermore also turn on the exhaust channel 34 when the spool occupies the position corresponding to the "passenger" position of the control lever 102.

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   A similar groove 116, formed in the outer periphery of the spool 98, is sized to constantly communicate with the channels 24 and 72 of the brake cylinder in both positions of the spool, but to further communicate with the brake cylinder. channel 25 of the brake cylinder when the spool comes to occupy the position corresponding to the "passenger" position of the control lever 102.



   A cavity of irregular shape but of circular section is formed in the main casing 7 to receive the constituent elements of the valve device 87 for quick clamping; this cavity comprises a central counter-bore 117 surrounded by a cylindrical cavity intended to receive a spring and defined by a hollow surface 118; this surface 118 is itself surrounded by a cavity intended to receive a diaphragm and diaphragm bearing members and defined by a surface 119.



   A cap 120, provided for the quick-release valve device 87, can abut with strong pressure, by a mounting surface 121, against a similar mounting surface 122 provided on the housing 7; a means (not shown) is provided for fixing the cap 120 on the housing. This cap has a circular section cavity defined by a hollow surface 123 extending inwardly of the cap from the mounting surface 121. This cavity communicates with an auxiliary reservoir channel 68 formed in the cap. 120; this channel constantly communicates with the corresponding channel 68 provided in the housing 7, by means of coincident orifices provided respectively in the mounting surfaces 121 and 122.



   A cylindrical-type spool 124 is disposed in the cavity portion defined by the interior surface of the counterbore 117; this drawer is slidably mounted and is guided at its peripheral outer surface by the cylindrical wall of the counter-bore. It extends from counterbore 117

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 in the direction of the hat 120; it is fixed at one end to the central part of a diaphragm support member 125 extending radially and outwards from the drawer.



     The diaphragm bearing member has a central pin 126, which extends axially through a central hole.
127-provided in a support part 128 and extends into the cavity formed inside the cap 120. The part of the stud 126 extending beyond the part 128 is threaded at 129 f to receive a nut 130, which allows the two parts 125 and 128 of the diaphragm to be clamped together.



   The annular and flexible diaphragm 131 of resilient material is of a common type; it is clamped, on its internal peripheral edge, between the support pieces 125 and 128, and on its external peripheral edge between the cap 120 and the main casing 7; the diaphragm 131 thus allows the assembly to move in an axial direction and at the same time prevents the transfer of pressurized fluid from one of its faces to the other face.
The assembly, comprising the supporting parts 125 and 128 and the diaphragm 131, divides the volume formed by the cavities of the casing 7 and the cap 120 into two chambers: chamber 132 at the pressure of the general pipe on one side and a chamber 133 at the pressure of the auxiliary tank on the other side;

   bedroom
132 constantly communicates with the channel, 12 of the general pipe of the housing 7, and the chamber 133 is in constant communication with the bypass of the channel 68 of the auxiliary tank, in the cap
120.



   A slight compression spring 134 is mounted in the chamber 132; it surrounds the drawer 124 'and pushes the diaphragm assembly in the direction of the chamber 133. One end of this spring rests against an annular shoulder 135 formed in the housing 7, and its other end rests against a shoulder

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 analog 136 formed in the support part 125 of the diaphragm.



   A boss 137 is provided inside the cap 120; the projecting end of the pin 126 of the support piece 125 can come into abutment against the upper surface 138 of this boss, so as to define a rest position of the assembly comprising the drawer 124, the support pieces 125 and 128 and diaphragm 131; this assembly is pushed into this position shown in the drawing by the spring 134 and / or by a preponderance of pressure in the chamber 132 relative to the chamber 133.



   After the establishment of a slight preponderance of pressure in chamber 133, relative to chamber 132, as a consequence for example of a slight decrease in pressure in the brake pipe during the start of a brake application, decrease reaching for example 0.049 kg / cm2, the assembly, comprising the drawer 124 and the diaphragm bearing parts 125 and 128, moves in the direction of the chamber 132, from the rest position shown in the drawing, and quickly occupies an opposite "clamping" position / defined by the contact of an annular shoulder 139, formed on the bearing part 125, with a corresponding annular shoulder 140 formed in the housing 7.



   Two axial grooves 141 are formed in the outer periphery of the drawer 124. The lower ends of these grooves 141 constantly open into the chamber 132; the opposite end of one of the grooves 141 communicates constantly, via a channel 142 provided in the drawer 124, with the end of the counter bore 117, which is otherwise closed by the end of the drawer 124.

   The corresponding end of the other groove 141 is arranged, with respect to the stroke of the spool 124 and with respect to the location of one end of a corresponding bypass of the channel 16 for quick-clamping of the housing 7, bypass which opens into the wall of counterbore 117, so that this groove 141 also opens on this bypass of channel 16, when the spool 124 is in its quick-clamping position, and that it does not coincide

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   pity this channel 16 when the drawer 124 is in another position. In the latter condition, the end of channel 16 is blocked and separated from the interior of counterbore 117 by spool 124.



   In order to receive the constituent elements of the service clamping valve device 88, a bore 143 is provided which opens inwardly of the housing 7 from an exterior mounting surface 144 provided on this housing; this bore 143 connects to a slightly smaller bore 145 via an orifice 146 surrounded by a valve seat 147 formed in the housing.

   Bore 145 opens coaxially into a cavity defined by an end wall 148 and a cylindrical surface 149 formed in the housing; this cavity opens onto the removable surface 122 of the casing by means of a coaxial counter-bore 150; an annular and radial shoulder 151 is formed in the housing, at the inner end of this counterbore and at the entrance to the cylindrical surface 149.



   A cap 152 is mounted on the outer mounting surface 144 of the housing, 7; a part of this cap closes the end of the bore 143 opening onto this mounting surface, so as to form an end wall of a chamber 153 for supplying the brake cylinder; the peripheral wall of this chamber is defined by the wall of the bore 143 and its opposite end terminates in the valve seat 147, at the entrance of the orifice 146.



   The brake cylinder supply chamber 153 constantly communicates with a bypass of the auxiliary reservoir channel 68.



   A brake cylinder supply control valve 154 is disposed in the chamber 153 and can slide in this chamber, being guided at its outer periphery by a wall of the bore 143; she can cooperate with the seat 147

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 to control the communication between the chamber 153 and the orifice 146. The valve 154 is pushed in the direction of the seat 147 by a small compression spring 155, which is also disposed in the chamber 153 and interposed between the cap 152 and the valve 154 ..



   A drawer 156 of the cylindrical type is disposed in the cavity formed in the cafter 7 by the bore 145; this drawer can slide in this bore), the wall of which guides its outer periphery. One end of the spool 156 has a reduced cross section so that it can pass with some clearance through the orifice 146 to rest against the valve 154. The outer surface of this reduced diameter portion of the spool 156 defines the thickness. internal peripheral wall of an annular channel 157, the external peripheral wall of which is defined by the wall of the bore 145.

   This annular channel 157 constantly communicates with a bypass of the brake cylinder channel 72, which bypass opens radially through the wall of the bore 145. A brake cylinder discharge channel 158 opens axially towards the interior, from the reduced diameter end of the spool 156, so as to communicate constantly at its opposite end, through radial holes 159, with an annular groove 160 formed in the outer periphery of the drawer; the annular groove 160 can communicate with the ends of the exhaust channels 70 and 71, opening into the wall of the bore 145, for a determined position of the spool 156 which will be described later.



  In the outer periphery of the spool 156 is also formed an annular groove 161 spaced from the groove 160 and intended to face the brake cylinder channel 12 and the channel 77 of. load and. overload dissipation of the reservoirs for a certain axial position of the spool 156.



   In the cavity formed in the housing 7, and whose peripheral wall is defined by the cylindrical surface 149

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 and the counter-bore 150, there is disposed a support piece 162, which forms an integral part of a corresponding end of the slide 156 and which is fixed in a removable manner on an annular member 163 for supporting the diaphragm by the through a threaded stud 164 of the part 162 and by means of a nut 165.



   A flexible annular diaphragm 166, made of a resilient material, is provided in the assembly to prevent pressurized fluid from flowing in an axial direction through the backing members 162 and 163, or allowing the pressurized fluid to flow. axial displacement of these parts. The diaphragm 166 is clamped, its internal periphery between the support pieces 162 and 163 and at its external periphery between the casing 7 and a retaining ring 167; this ring is fitted in the counter-bore 150 and it is held applied against the annular shoulder 151 by means of several screws 168, only one of which is visible in the drawing.



   The axial length of the retaining ring 167 is such that its end surface 169 is flush with the mounting surface 122 'of the housing 7, when this ring is held in place by the screws 168; flat, recessed surfaces 170 are provided in the retaining ring 167 and are disposed axially away from its end surface, which coincides with the mounting surface 122, to leave a space available for the heads of the screws 168. '
The valve service clamp 88 also includes a housing 171 having a mounting surface 172 capable of abutting against the end surface 169 of the retaining ring 167 and against the mounting surface 122 of the housing 7. .

   In this housing 171 is also formed a cavity defined by a hollow surface 173; this surfs-ce extends inward from mounting surface 172 to define a pressureless chamber 174 in cooperation with the inner periphery of retaining ring 167 and the assembly including diaphragm 166 , the

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 support piece 163, etc .; the pressure-less chamber 174 communicates constantly with the atmosphere through an orifice 175 provided in the housing 171. On the opposite face of a partition 176 formed in the housing 171 is a circular cavity defined by a hollow surface 177, which s axially extends and intersects a radially extending mounting surface 178.



   -A hollow cap 179 comprising a mounting surface 180, capable of abutting against the corresponding surface 178 of the housing 171, closes the open end of the cavity formed in the housing 171 by the hollow surface 177.



   In the space between the cap 179 and the hollow surface 177 of the housing 171 is an assembly comprising support members 181 and 182, locked together by a nut 183 and a diaphragm 184 clamped at its internal periphery between these two members. support and at its outer periphery between the cap and the housing; this assembly divides the interior of the cavity into two chambers: on one side a chamber 185 at the pressure of the general pipe and, on the opposite side, a chamber 186 at the pressure of the control tank.



   The diaphragm support member 181 is provided with a threaded stud 187, which is taken at one end in the mass of the member 181 and which extends through a central orifice 188 of the support member 182 up to chamber 186, in order to receive the nut.



  183 which fixes the two support members together and with the diaphragm 184. An orifice 189 extends from the face of the support member 181 located in the chamber 185 and passes through this member 181 by penetrating partially in the stud 187 taken in the mass; this orifice 189 can receive one end of a cylindrical rod 190, which passes through the chamber 185 at the pressure of the general pipe, then a bore 191 drilled in the partition 176 and finally penetrates into the pressure-free chamber 174 to abut against the 'end of the stud 164 integral with the diaphragm bearing member 162.

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   A delayed recharge control spring 192 is disposed in the chamber 186 at the pressure of the control reservoir; it is interposed between an end wall 193 of the cap 179 and a flange 194 extending inwardly and forming part of an annular element 195 for supporting the spring; this element 195 also comprises a flange 196, directed towards the outside and cooperating with an annular abutment shoulder 197 formed in a fixed and annular abutment element 198.



   The element 198 has an outer and radial flange. 199 which is fixed to the cap 179 in an annular cavity of this cap, .. by means of several screws such as the screw 200 shown in the drawing. The spring 192 urges the support member 195 towards the position in which it is shown in the drawing and which is defined by the engagement of its outer flange 196 with the shoulder 197 provided in the member 198.



   ', On the side opposite to that where the pressure-free chamber is located' '174. In relation to the assembly' comprising the support members 162 and 163 and the diaphragm 166, there is a chamber 201 subjected to the pressure of the brake cylinder and closed at one end by this assembly; this chamber 201 is closed at its end opposite par'la end wall 148 of the casing 7; it is closed, 'at its outer periphery by the cylindrical surface 149. This chamber 201 constantly communicates with the channel 74 provided in the housing 7 and leading to the brake cylinder.



   A compression spring 202 is disposed in chamber 201; it rests at one end against an annular shoulder 203 formed in the housing 7 and at its other end against the inner flange 204 of an annular support element 205 with a spring also comprising an outer flange 206. The flange 204 of .. the support element 205 is pushed by the spring 202 so as to be applied on one face of the support member 162; this flange 204 is retained in the radial direction because it

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 is applied at its periphery against a cylindrical centering surface 207 formed in the support member 162 and coaxial with the latter.



   A fixed stop element 208, in the form of an elastic ring, is mounted in a groove provided in the housing 7; this groove extends radially outward from the cylindrical surface 149. The stop member 208 projects into the chamber 201, in the path of the outer flange 206 of the member. 205 spring support.

   This element
208 is only useful during disassembly of the service clamping valve device 88 and acts, in cooperation with the spring bearing element 205, when the collar 206 thereof is pressed against said element 208 , to retain the spring 202 in the corresponding cavity of the housing 7. while the diaphragm assembly, including the spool 156, is removed therefrom, through its mounting surface 128 and after removing the. cap 179 and the retaining ring 167. Furthermore, the spring support element 205 and the stop element 208 are of no use during the operation of the valve device 1 for controlling the braking.

   During operation of the device 88, when the latter has been assembled and is complete, the 'displacement of the series' of diaphragma including the spring bearing element 205, in the direction of the chamber 186, is limited, by means of the rod 190, thanks to the application of the diaphragm bearing member 182 on an annular abutment shoulder 209 formed on the annular abutment element 198, in face of its shoulder 197, while the spring support member 196 is kept away from the shoulder 197, despite the opposing action of the spring 192.



   The load cut-off valve device 89 comprises a cylindrical spool 210, which can slide in a bore 211 formed in the housing 7; this drawer is uid in a latching way

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 by the walls of this bore. The drawer 210 is connected to a member 212 for supporting the diaphragm by means of a rod 213 constituted by an extension taken from the mass of the drawer; this is itself an integral part of the organ 212.



   The peripheral'-outer edge of the member 212 can slide dans.un counter-bore 214, the cylindrical wall of which guides it in its movement; this counterbore is formed in the mounting surface 144 of the housing and ends with a radial shoulder 215 also formed in the housing. An annular section of one face of the member 212 can be applied against the shoulder
215 to define the limit of the movement of the member 212 in the direction of this shoulder and consequently to limit the amplitude of the movement of the rod 213 and of the spool 210 in the corresponding direction.



   Between the bore 211 and the counter-bore 214 a cavity is formed in the casing 7 to define a pressure-free chamber.
216, in which is housed a compression spring 217; this chamber 216 communicates constantly with the atmosphere through an orifice 218 passing through the wall of the housing.



   One end of the spring 217 rests against the face of the member 212 which is on the side of the chamber 216, while its other end is applied against a radial shoulder
219 directed outwards and formed in an annular member
220 responsible for maintaining the spring and surrounding the rod 213.



  The element 220 is urged by the spring 217 so as to occupy the position shown in the drawing and to remain there; in this position, the element 220 is applied against an annular surface 221 formed in the casing 7 surrounding the end of the bore 211, on the side where the latter opens into the pressure-free chamber 216.



   Counterbore 214 of housing 7 extends inwardly from mounting surface 144 thereof; it is thus possible to remove the assembly comprising the diaphragm bearing member.

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 me 212, rod 213, drawer 210, etc .; a portion of the cap 152, having a mounting surface 222 for pressing against the surface 144 and a stop surface 223, closes the corresponding end of the counterbore.



   A flexible diaphragm 224 made of a reinforced resilient material is fitted over a suitably shaped portion of the support member 212, and is clamped at its outer periphery between the cap 152 and the housing 7. This diaphragm 224 serves to define a movable end wall of a chamber 225 at the pressure of the control tank; this chamber is closed by the cap 152 and constantly communicates with a bypass of the control tank channel 28, provided in the casing 7, through a corresponding channel 28 formed in the cap 152 and of orifices coincidentally opening onto mounting surfaces 144 and 222, respectively.



   An inwardly extending radial shoulder 226 is formed in the spring retaining member 220; this shoulder can abut against an annular and split segment 227, which fits elastically in an annular groove formed in the outer periphery of the rod 213, in order to limit the amplitude of the movement effected by this rod and the member of 'integral support 212 under the action of the spring 217, in the direction of the chamber 225, and to keep assembled the spring, the rod and the support member, while the assembly is being mounted or removed through counter bore 214.



   The drawer 210 has a central channel 228, which extends along the length of the drawer and opens at one end into a chamber 229 defined by an end wall 230, formed in the housing 7 at the end of the bore. 211, by the peripheral walls of this bore and by the end of the drawer; this channel 228 opens radially at its opposite end into an annular groove 231, formed in the outer periphery of the slide 210, so as to coincide with a corresponding extract. -Ante of a ': derivation of the channel 75 of general conduit, this Grill 'unit. of-

  <Desc / Clms Page number 23>

 blocking radially through the wall of the bore 211.



   Chamber 229 is in constant communication with a branch of tank charge and overload dissipation channel 76; this bypass opens into this chamber through the end wall 230.



   The load valve device 90 comprises a cylindrical drawer, 232, which can slide in a bore 233, the walls of which guide the outer periphery of this drawer; this bore is formed in the housing 7 and ends with an end wall
234. One end of the drawer 232 forms an integral part of a diaphragm support member 235, which itself forms part of an assembly comprising a diaphragm 236; this diaphragm is subjected on one side to the pressure prevailing in a chamber 237 to free air and on its other side to the pressure of a control chamber 238.



   The open air or "pressure-less" chamber 237 is constantly open to the open air through an orifice 239; it is defined by 'the walls' of a cavity formed in the housing 7, from the mounting surface 144, and surrounding a part of the drawer 232 and of the assembly comprising the diaphragm 236 and the member for 'support 235. A compression spring 240 is disposed in the chamber 237; it surrounds the drawer 232 and rests respectively by its ends on a part of the housing 7 and on the member 235. This spring 240 pushes the assembly comprising the support member 235 and the slide 232 towards a load position defined by the application of the diaphragm 236 against a stop surface 241 formed in the part of the cap 152 which constitutes an end wall of the control chamber 238.



   The chamber 238 constantly communicates with a branch of the control channel 79 of the charge valve device, this branch being provided in the housing 7; communication takes place through a corresponding channel 79 provided in the cap 152 and through coincident orifices provided respectively in the mounting surfaces 222 and 144.

  <Desc / Clms Page number 24>

 



   The space between the end of the spool 232 and the end wall 834 of the bore 233 communicates with the atmosphere through a central channel 242, which passes longitudinally through the spool and constantly communicates with the pressureless chamber 257. , near the support member 255, to prevent fluid from being trapped in this space and being able to interfere with the movement of the spool.



   The drawer; 252 has an annular groove 243 in its outer periphery; this groove constantly communicates with a bypass of the tank charge and overload dissipation channel 76; this branch opens radially into the wall of the bore 233; the groove 243 makes this channel 76 communicate with a bypass of the control reservoir channel 28, which bypass also opens into the wall of the bore 233. The slide
232 further comprises a similar groove 244, which communicates constantly with a bypass of the auxiliary tank channel 68 and which can on the other hand connect this channel to a bypass of the load and overload dissipation channel 78 for a certain amount. drawer position.



   The locking valve device 91 comprises a cylindrical drawer 245 slidable in a bore
246 formed in the housing 7 and terminating in an end wall 247; this slide is guided in its movement by the walls of the bore 246. It extends from this bore and through a pipe pressure chamber 248 to connect integrally with a member 249 of the pipe. diaphragm support.



   The member 249 is fixed 'on a flexible diaphragm 250 of reinforced elastic material, by means of an annular support member 251, disposed in a chamber 252 at the pressure of the control tank, and of a nut 253 also located in this chamber, this nut is screwed onto a stud 254, taken from the mass of the support member 249 and abuts against the support member 251; the pin 254 passes through its center the support member 251, and the diaphragm is thus clamped between the two support members 249 and 251.

  <Desc / Clms Page number 25>

 



   In the device 91, the chamber 248 is defined by the diaphragm 250 and by its assembly, as well as by the peripheral and end walls of a cavity formed in the cards, 7 to
 EMI25.1
 f} '"tu ...., i from the mounting surface 144 thereof, thus, it is possible to remove or introduce the diaphragm assembly through this cavity.



   A compression spring 255 is disposed in chamber 248; it surrounds the drawer 245 and rests at one end against the housing 7 and at the other end against the diaphragm support member 249, so as to push this support member and the drawer 245 fixed to it. ci in the direction of the chamber 252 subjected to the pressure of the control tank, that is to say towards a quick-clamping continuation position shown in the drawing; this position is defined by the application of the end of the stud 254 against a stop surface 256 formed in a portion of the cap 152, which closes the chamber 252 and defines a fixed wall of this chamber.



   The chamber 252 constantly communicates with the control reserve channel 28 of the casing 7 via a bypass of the corresponding channel 28 / provided in the cap 152.



   Chamber 248 of device 91 constantly communicates with a corresponding branch of tank overload charge and dissipation channel 77.



   In the housing 7 is a pressure chamber or "quick clamp" capacity 257, which is defined by the end of the spool 245, as well as the end wall 247 and the cylindrical peripheral wall of the bore 246. ; this chamber constantly communicates with a bypass of the quick-release channel 16.



  A central channel 258 extends longitudinally into drawer 245 and opens through the extract thereof into chamber 257 at one of its ends; at its other end, it opens radially into an annular groove 259 formed in the outer periphery of the drawer, so as to be located opposite the former.

  <Desc / Clms Page number 26>

 corresponding hopper of a bypass of the brake cylinder channel 73, this bypass opening radially through the wall of the bore 246.



   A similar groove 260 is formed in the outer periphery of the spool 245 and is located opposite a corresponding branch of the auxiliary reservoir channel 68, this branch opening radially through the wall of the bore 246.



   One end of the control channel 79 of the valve loading device 90 also opens radially through the wall of the bore 246 so as to communicate with the chamber 257 or with the groove 260 depending on the position of the spool, as explained. - quera in detail a little further.



   The control tank charge control check valve device 92 comprises a check valve 261 disposed in a cavity formed in the housing 7 from the mounting face 144 thereof; can thus withdraw this check valve after having separated the cap 152 from the casing 7. The cnapeau 152 being assembled with the casing 7, the check valve 261 is pushed towards a closed position, in which it is applied against a seat 262, by a slight spring 263, which is interposed between the valve and the cap 152 and which is housed in a cavity formed in the cap. This check valve 261 controls the communication between an inlet chamber 264 located on one side of the seat 262 and an outlet chamber 265 located on the other side of this seat.



   The inlet chamber 264 constantly communicates with a bypass of the mainline channel 12, while the outlet chamber 265 constantly communicates with the inlet of the quick charge control port member 83 of the control tank.



   The device 92 allows the pressurized fluid of passes - ''; its inlet chamber 264 to its outlet chanbre 265, but prevents fluid flow in the opposite direction.

  <Desc / Clms Page number 27>

 



   The control tank overload control check valve device 93 includes a check valve
266 disposed in a cavity of the housing 7; this cavity extends inwardly from the mounting surface 144 of the housing and is closed. by, the cap 152: The valve 266 cooperates with a seat 267 to control communication between an inlet chamber 268 located on one side of the seat and an outlet chamber 269 located on the other side of the seat.



   The inlet chamber 268 constantly communicates without any restriction with a bypass of the charge and overload dissipation channel 76; it also constantly communicates in a restricted fashion, through the calibrated slow charge control nozzle 84 of the control tank, with a bypass of the charge and overload dissipation channel 77. The outlet chamber 269 communicates constantly without any restriction with a branch of the channel 77.



   Check valve 266 of device 93 allows pressurized fluid to flow from inlet chamber 268 into outlet chamber 269, but prevents it from flowing in the reverse direction. -
The auxiliary tank charge control check valve device 94 comprises a check valve 270 urged by a spring 271 in the direction of a seat 272, and for controlling communication between an inlet chamber 273, a. side of the seat, and an outlet chamber 274, on the other side of the seat.



   The outlet chamber '874 is formed by a cavity provided in the housing 7 and extending from the mounting surface 144 thereof, so that the check valve 270 can be inserted and withdrawn at will. after removing the cap 152.



   The outlet chamber 274 constantly communicates with a bypass of the auxiliary tank channel 68, while the chamber

  <Desc / Clms Page number 28>

 input bre 273 constantly communicates with a bypass of channel 77 for load and overload dissipation.



   The spring 271 is disposed in a cavity formed in a corresponding part of the cap 152; it rests at one end against the end wall of this cavity and at its other end against the check valve 270, by means of a spring support member 275.



   Check valve 270 allows pressurized fluid to flow from inlet chamber 273 into outlet chamber
274, when the pressure in the inlet chamber is sufficient to open this valve despite the opposite action of the spring 271; on the other hand, the valve 270 prevents the fluid from flowing in the reverse direction.



   The auxiliary tank overload control check valve device 95 includes a check valve 276, which cooperates with a seat 277 to control communication between an inlet chamber 278 and an outlet chamber 279. outlet chamber 279 is formed in housing 7, on the outlet side of seat 276 / by a cavity hollowed out in the housing and extending from the mounting surface 144 thereof; this cavity is closed by the cap 152 and allows the insertion or removal of the valve 276 during assembly or disassembly of the equipment.



   The entrance chamber 278 communicates constantly, but with. restriction, with a bypass of the charge and overload dissipation channel 77, via the calibrated orifice 85 for controlling the slow charge of the auxiliary tank; this chamber also communicates constantly and without any restriction with a corresponding branch of the charge and overload dissipation channel 78. The outlet chamber 279 is in constant communication with one end of the auxiliary tank overload dissipation channel 13.



   To receive the valve device 96 for ad-

  <Desc / Clms Page number 29>

 mission in the brake cylinder, there is provided in the housing 7 a counterbore 280, which extends inwards from the mounting face 144 of the housing and connects with a second coaxial counterbore 281 d 'a smaller diameter; the counterbore 281 extends and connects itself with a coaxial bore 282, which in turn connects with a cylindrical and coaxial brake cylinder pressure chamber 283.

   At the junction of the counterbores 280 and 281, an annular shoulder 284 is formed in the housing; an annular shoulder 285 is likewise formed at the junction of the counterbore 281 and the bore 282; these two
 EMI29.1
 shoulders s étk: ndent radially with respect to the axis of these counter-bores and of this bore.



   The device 96 comprises a valve guide 286 constituted by a thin, hollow cylinder, which is disposed coaxially in the chamber 283 subjected to the pressure of the brake cylinder, so that a circular valve 287 can slide by its peripheral edge. exterior cons., this guide 286;

   this guides the valve 287, when the latter approaches that away from a seat '. annular 288, formed in a cylindrical and hollow member 289, fits in the bore 282 and forming an integral part of the valve guide 286. The interior valve guide 886 communicates
 EMI29.2
 86 The interior of the valve guide 86 constantly communicates with the exterior through orifices 890 which pass radially through it, so that the interior and exterior of the guide 286 are in effect parts of the valve. la: chamber 283 located at the pressure of the brake cylinder;

   chamber is in constant communication with a bypass of the brake cylinder channel 72, the bypass extending into the housing 7.



   A compression spring 291, arranged in a coaxial manner in the chamber 283, bears at one end against a part of the housing 7, and at its other end against a central part of the valve 287, so as to urge the latter. ci in the direction of its seat 288.

  <Desc / Clms Page number 30>

 



   A valve stem 292 serves as an intermediate member to open the valve-287; this rod can slide in a bore 293, being guided by the walls thereof; this bore 293 is persian in a guide element 294. The rod 292 passes through the interior of the hollow seat element 289 to come to bear by its opposite end against the central part of the valve 287.



   The guide member 294 includes a portion which fits precisely into the bore 282 and forms an integral part, in that bore, of the seat member 289. The guide member 294 also includes a portion with an annular shoulder. , which is radially directed and can abut, creels the annular shoulder 285 formed in the housing 7 so as to center axially in the housing the seat element 289 and the valve guide 286.



   At the junction of the guide member 294 with the seat member 289 is an annular chamber 295, which is open at its outer periphery = towards the wall of the bore 282 and towards a bypass of the channel 21 of '; brake cylinder, bypass opening radially into this bore; this chamber 295 on the other hand opens at its internal periphery onto the interior of the hollow seat element 289, through radial orifices 296.



   An annular backing ring 297, forming an integral part of Guide Insulator 294, is precisely fitted at its outer periphery to the peripheral wall of counterbore 281. In this, on one side of the ring bearing 297 and around a part of the guide element 294, there is an annular chamber 298 at the pressure of the brake cylinder; chamber constantly communicates with a bypass of channel 22 of ** Brake cylinder formed in housing 7; it also communicates constantly, by means of radial orifices 299 formed at the junction of the ring 297 and of the guide element 294, with a central chamber 300 subjected to the pressure of the brake cylinder and arranged at the same time. 'inside the ring 297.

  <Desc / Clms Page number 31>

 



   A diaphragm bearing member 301 is an integral part of a corresponding end of the rod 202; this element
301 is disposed in the chamber 300; the inner peripheral edge of an annular, flexible and folded diaphragm 302 is clamped on this element 301 so as to move with the latter; this tightening is carried out by means of a second support member 303, disposed on the other side of the diaphragm, and of a threaded stud 304 which forms part of the element '301 and on which a nut 305 is screwed .



   A retainer ring 306, held in place by abutting the mounting surface 222 of the bonnet 152, and axially centered in the counterbore 280 by abutting the annular shoulder 284, can properly tighten. the outer peripheral edge of the diaphragm 302, near the support ring 297.



   A compression spring'307, disposed in a chamber 308 constantly open to the air through an orifice 309 of the cap 152, is responsible for pushing the assembly of the diaphragm, including the rod 292, in the direction of the chamber 283 to the pressure of the brake cylinder. One end of the spring 307 is housed in a cavity of the cap 152 and abuts against a part thereof, while the opposite end of this spring is housed in an annular space, formed between the inner periphery of the member. support 303 and the outer periphery of the nut 305, and abuts against a part of this support member.

   Spring '307 urges the diaphragm assembly, including rod 292, to the position shown in the drawing this position is defined by the application of an annular shoulder 310, formed in a part of the bearing member 301, against part of the face of the guide member 294 which surrounds the corresponding end of the bore'293. In this position of the rod 292, the valve 287 is kept away from its seat 288 despite the opposition of the spring 291.

  <Desc / Clms Page number 32>

 



    OPERATION --------------
Before starting the explanation of operation, we will make a number of assumptions relating to the state of the various parts of the braking equipment. The brake control valve device 1 is located on a car of a train.



  The main pipe 4 connected to the channel 11 of the pipe support 6 is also connected to the corresponding sections of the main pipe located on the various wagons along the train. The general pipe channel 12, provided in the pipe support 6, is connected to the general pipe channel 11, due to the position of the cut-off valve 41.

   The service selection valve device 86 is in the "goods" position, the position shown in the drawing and for which the spool 98 obstructs the channels 32, 34 and 25, while communication is established between the channels 31. and 70, the channels 34 and 71, and the channels 24 and 72. It is finally assumed that the general pipe 4, the reservoir
 EMI32.1
 auxiliary 3, the brake cylinder "5, the cortimand reservoir 2, and all the chambers and channels of the device 1 are empty of any fluid at a pressure greater than atmospheric pressure.



   Its general pipe pressure chamber 132 and its auxiliary reservoir pressure chamber 133 being empty of any pressurized fluid, the quick-release valve device 87 is in its rest position shown in the drawing. This position is defined by the application of the stud 126 against the stop surface 138 under the action of the spring 134; the drawer 124 is arranged so as to cut off the communication between the corresponding branch of the quick-release channel 16 and the grooves 141 of this drawer, consequently also separating the channel 16, from the chamber 132 and from the channel 12 of the re - linked to this room.



   Its chamber 201 to the pressure of the brake cylinder, its
 EMI32.2
 chamber 185 at 1 pressure of 1 ?. csniait # jin'r ;, 1 * and s ch; :: "ùhre 186

  <Desc / Clms Page number 33>

 with the pressure of the control reservoir being all deprived of pressurized fluid, the series of diaphragms of the service clamping device 88 is in its released position, the brakes, position shown in the drawing;

   in this position, the annular spring bearing member 195 is held pressed against the fixed stop member 198 by the delayed reload control spring 192, and the diaphragm bearing member 182 is held in place. .maintained applied against Spring support isolation 195 by the compression spring 202 of the chamber 201 at the pressure of the brake cylinder and by means of the spring support element 205, of the member 162 d 'diaphragm support, of the stud 164 integral therewith, of the rod 190, of the stud 187, and finally of the diaphragm support member 181 which is fixed on this stud and on' the member of ' support 182.



   In the position of the diaphragm bearing member 162, which corresponds to the stop of the bearing member 182 against the spring bearing member 195 as explained above, the drawer 156 integral with of the member 162 is located remote from the brake cylinder supply control valve 154, the groove 160 of this slide is located opposite the two exhaust channels 70 and 71, and the groove 161 of this same drawer is located opposite the channel 12 of the general pipe and the channel 77 for charging the tank and for dissipating the overload.



   The spool 156 being in this position, the valve 154 is kept closed since it is pressed against its seat 147 by the spring 155, and the corresponding channel 72 of the brake cylinder communicates with the channel. 158 of the spool 156 via the annular channel 157 and the space between the end of this spool and the supply control valve 154; this channel 158 is a supply channel. brake cylinder exhaust.



   The groove 161 of the spool 156 being opposite the general pipe channel 12 and the tank charging and overload dissipation channel 77, communication is established between these two channels *

  <Desc / Clms Page number 34>

 
Its chamber 225 for pressurizing the control tank being empty of pressurized fluid, the load cut-off device 89 is in the position shown in the drawing and defined by the application of its diaphragm 224 against the abutment surface. 223 formed in the cap 152, since this device is pushed into this position by the compression spring 217 of the pressure-free chamber 216, through the diaphragm support Itrgane 212.



   In the corresponding position of the slide 213 integral with the support member 212, the annular groove 231 of this slide is opposite the corresponding branch of the supply channel 75 of the reservoir to control this branch is thus in communication. with the corresponding bypass of the channel 76 for charging the tank and dissipating overload, via the groove .231, the channel 228 of the spool 210, and finally the chamber 229.



   With its control chamber 238 empty of pressurized fluid, the valve charge device 90 is in the position shown in the drawing and defined by the application of the diaphragm 236 against the abutment surface 241 of the cap 152, since this device is pushed into this position by the intermediary of the diaphragm support member 235 and by the action of the spring 240 disposed in the pressure-free chamber 237.



   In the corresponding position of the slide 232 integral with the support member 235, the annular groove 243 of this slide is opposite the corresponding branch of the control tank channel 28 and the corresponding branch of the channel 76 of the tank. tank and overload dissipation, while the annular groove 244 of this slide is opposite the corresponding bypass of channel 78 for tank charging and overload dissipation and the corresponding bypass of channel 68 of the auxiliary tank.

  <Desc / Clms Page number 35>

 



   The chamber 252 at the pressure of the control reservoir being devoid of pressurized fluid, the locking device. valve stage 91 is in the position shown in the drawing and defined by the application of the stud 254, integral with the support member 249, on the abutment surface 256 of the cap 152, since this device is pushed into this position by the action of the compression spring 255 disposed in the general pipe pressure chamber 248.



   In the corresponding position of the slide 245 integral with the support member 249, the annular groove 259 is opposite the corresponding branch of the brake cylinder channel 73, and the corresponding branch of the load device control channel 79 is uncovered and communicates with the chamber or quick-release capability 257, while the groove 260 of the spool 245 communicates with the corresponding branch of the channel 68 of the auxiliary tank.



   The groove 259 is found: thus opposite the corresponding branch of the channel 73, the latter communicates with the chamber 257, and therefore with the corresponding branch of the quick-tightening channel 16, through the channel 258 of the drawer 245, as well as with the channel 79 for controlling the charging device via the chamber 257.



   In check valve devices 92, 93, 94 and 95, the corresponding chambers of which do not contain pressurized fluid, the respective check valves 261, 266, 270 and 276 are closed.



   Its chamber 300, at the pressure of the brake cylinder, not containing any pressurized fluid, the device 96 for adjusting the admission of the brake cylinder is in the position shown in the drawing and defined by the stop of l the annular shoulder 310 of the diaphragm bearing member 301 against the guide member 294; in this position, the valve 287 is main-

  <Desc / Clms Page number 36>

 held open, despite the opposition of the light spring 291, by the compression spring 307 disposed in the chamber without press.on 308.

   The interior of the hollow seat member 289, the holes 296 in this member, the annular chamber 295, the chamber 283, and therefore the channel 72 of the brake cylinder, communicate with the channel 21 of the brake cylinder through the open valve 287.



   INITIAL LOAD OF THE BRAKING SYSTEM.
 EMI36.1
 



  ----------------------------------------------
To initially load the braking equipment on the various wagons of the train, as well as to reload it while the brakes are released:. N after application of the latter, the usual mechanic's valve (not shown) is moved, d first up to the usual release position to supply the fluid at a relatively high pressure directly to the locomotive main line 4 from the usual main tank on the locomotive;

   then, after a certain lapse of time, determined by the mechanic depending on the conditions at the time, the mechanic places his brake valve in the usual running position to reduce the pressure in the main pipe fluid supply to a normal value, in order to charge the brake pipe up to normal pressure throughout the train.

   The pressure prevailing in the general pipe on the first wagons of the train, for example on the first fifteen wagons, therefore initially increases to a value greater than a normal value. The period of time mentioned above, during which the engineer leaves the brake valve in its released position, the number of cars in the train and the equipment of these cars, determine the number of cars on which the brake pipe becomes. overloaded and the duration of this overload.



   After the supply of pressurized fluid to the general pipe ,, 4, as just explained, the fluid

  <Desc / Clms Page number 37>

 flows from one wagon to the next wagon and passes, on each wagon equipped with brakes, from the brake pipe 4 into the device corresponding to the brake control valve 1, then into the brake pipe channel 11, the chamber 43 and the channel 46 of the valve 41 of the device 39 for cutting the general pipe, the channel 12 of the corresponding pipe support 6, the corresponding channel 12 of the pipe of the corresponding casing 7, the general pipe pressure chamber 132 of the.

   quick clamping device 87, the brake pipe pressure chamber 264 of the control tank load control device 92, the annular groove 161 of the spool 156 of the service clamping device 88, which is in its released position according to to the previous hypothesis.



   The fluid coming from the channel 12 and arriving in the chamber 264 of the device '92 acts on the control tank charge check valve 261 and opens this valve despite the opposition of the slight spring 263. The fluid then flows out. outside the chamber 264, passes through the open valve 26, it passes through the outlet chamber 265, the 83 gauge nozzle for controlling the rapid charge of the control tank, the 'Channel 75 for rapid supply of the control tank, the groove 231 and the channel 228 of the slide 210 of the load cut-off device 89 the chamber 229 of this device, and enters the channel 76 for the tank's load and for overload dissipation;

   from there, this pressurized fluid passes through the groove 243 of the spool 232 of the charging device 90, then passes through the channel 28 of the control tank and the by-passes of this channel to arrive in the chambers 225, 252 and 186, subjected to the pressure of the control tank, and belonging respectively to the load cut-off device 89, to the valve locking device 91 and to the service clamping device 88; then passing through line 29, this fluid coming from channel 28 flows into control tank 2;

   the latter is thus loaded with a relatively rapid flow, controlled by the degree of

  <Desc / Clms Page number 38>

 pressure established in the general pipe 4 of any particular wagon and by the calibrated nozzle 83 for the rapid load control of the control tank, belonging to the control device. braking capacity of this wagon.



   At the same time, the pressurized fluid coming from the corresponding branch of the main pipe channel 12, in order to supply the shaft 161 of the spool 156 of the service clamp 88, flows through this groove to. through the channel 77 for charging the tank and overload dissipation, then flows, through the intermediary of the respective branches of this channel, into the pressure chamber 185 of the device 88, passing through the member with calibrated stabilization orifice 81, in the inlet chamber 273 of the check valve device 94 for the charge of the auxiliary tank and in the calibrated orifice member 85 associated with the channel 77.



   The fluid thus arriving in the inlet chamber 273 of the device 94 acts on the face of the check valve 270, located on the side of the inlet chamber, within the boundaries of the seat 272, and overcomes the action of spring 271 to open chamber 273 on outlet chamber 274; the pressurized fluid can then flow from this first chamber into the second chamber, and then pass into the auxiliary reservoir 3, via the channel 68 and the pipe 69, in order to pressurize this reservoir.



   At the same time, the pressurized fluid entering the auxiliary tank slow charge control orifice 85, via channel 77, also flows, but at a relatively lower rate, into the tank. auxiliary tank 3, passing through the chamber 278 of the auxiliary tank overload control device 95, the channel 78, the groove 244 of the spool 232 of the valve loading device 90, the channel 68 of the auxiliary tank and finally driving 69.

  <Desc / Clms Page number 39>

 



   At the same time also, the pressure produced, in the control tank 2, thanks to the fluid arriving in this tank via the channel 28 as explained previously, is simultaneously felt in the pressure chamber 186 of the control tank. control, chamber forming part of device 88; the pressure established in the auxiliary tank 3, through the means of the check valve device 94, the channel 77 and the groove 161 of the device 88, is also achieved through the calibrated nozzle 81 in the pressure chamber 185 of operative part 88.



   During the beginning of the flow of the fluid from the main pipe channel 12 into the channel 77, and then into the auxiliary tank 3 as already explained, the groove 161 of the spool 156 of the device 88 is completely in position. looking at the open end of the corresponding branch of the channel 12 opening into the bore 145, and also of the channel 77, so that the fluid can flow momentarily without any restriction between the two channels 12 and 77;

   meanwhile, the flow of the pressurized fluid into the control tank 2, from another corresponding branch of the channel 12 and through the device 92 for charging the control tank and the calibrated orifice member 83 for controlling the rapid charge of the control tank, is limited to a certain value by the action of this calibrated orifice member.

   As a result, the pressure in channel 77, and therefore in chamber 185 of device 88, momentarily increases at a greater rate, and therefore with greater increase in a given short time, than the pressure supplied to the control tank. and being felt in the chamber 186 of the device 88, since this chamber constantly communicates with the channel 28, through which the pressurized fluid supplies the control reservoir from the calibrated orifice member 83 and via the previously indicated communications, channels, etc.

   When the pressure in chamber 185 of device 88, increasing faster-

  <Desc / Clms Page number 40>

 ment that the pressure of the control reservoir prevailing in the chamber 186 of this device, outweighs the pressure of the latter chamber by a value equal for example to 0.049 kg / cm2, the bodies 181 and .182 of diaphragm are driven in the direction of the chamber at the pressure of the control reservoir, despite the opposition of the spring '192., and drive the spring bearing member 195 away from the annular shoulder 197 of the fixed stop element 198;

   at the same time, the spring 202 of the chamber 201 at the pressure of the brake cylinder forces the diaphragm support member 162 and the spool 156 which is integral with it to follow this movement, by means of the rod 190 which slides through the bore 191. This movement of the spool 156 causes a partial closing, progressively increasing, of the end of the corresponding branch of the channel 12 opening in the groove 161; this results in a progressive increase in the degree of restriction imposed on the flow of fluid going from channel 12 into channel 77 to supply the auxiliary reservoir; it also results in the pressure in this channel decreasing to a certain value depending on the position of the spool 156.

   The resulting regulation exerted by the series of diaphragms on the supply of fluid to channel 77 from channel 12 is automatically continued so as to maintain the pressure balance between chambers 185 and 186 of the pressure clamp. service 88, so that the rate of pressure increase is approximately the same in these two chambers.



   Conversely, the equilibrium having been established between the pressures in the chambers 185 and 186, the diaphragms of the device 88 respond automatically, when the preponderance of pressure in the chamber 185 with respect to the chamber 186 is reduced to a value lower by. example at 0.049 kg / cm2, by an action of the spring 192 upwards (looking at the drawing), in order to bring the groove 161 of the spool 156 into more complete coincidence with the channel 12, so as to increase the flow rate arrival of

  <Desc / Clms Page number 41>

 fluid into channel 77 from channel 12, thereby reestablishing the desirable equality of the rates of pressure increase of auxiliary tank 3 through channel 77 and control tank 2 through channel 28.



   It can be seen from the foregoing that during the initial charging stage which has just been described, the pressure in the auxiliary tank 3 increases with a substantially equal rate and up to a substantially identical value with respect to the pressure in the control tank 2, as determined by the calibrated orifice 83 for controlling the rapid charge of the control tank.

   At any given time, the pressure in the auxiliary tank 3 differs by approximately less than 0.07 kg / cm2 from the pressure in the control tank 2, because the service clamp 88 automatically maintains the pressure. pressure in the channel-77., and therefore in the inlet chamber 273 of the auxiliary tank charge control device 94, to a value., exceeding by 0.049 kg / cm2 the pressure in the control tank 2;

   at the same time, a pressure reduction of 0.119 kg / om2 is absorbed by the check valve charging device 94, while the fluid flows from the inlet chamber 273 into the auxiliary tank 3 in passing. sant by the outlet chamber 274., so as to keep open the check valve 270 despite the action of the spring 271.



   When the pressure of the control tank increases to a value equal for example to 4.76 kg / cm2, as a result of the arrival in this tank of the fluid coming from the channel 12 and passing through the device 92 for controlling the charge of the control tank and the calibrated orifice 83 for controlling the rapid charge of the control tank, as explained above, this pressure equal to 4.76 kg / cm2 and prevailing in the chamber 225 of the device 89 of load cut-off acts on the diaphragm 224, deforms it and engages the support member 212, the rod 213, and the spool 210

  <Desc / Clms Page number 42>

 in the direction of room 229, despite the opposition of spring 217,

     until the moment when the stop ring 227 carried by this rod comes into contact with the annular surface 221 and thus prevents the continuation of the movement of the rod, of the slide and of the support member in this direction. This movement of the spool 210 closes the communication between the fast feed channel 75 of the control tank and the channel 76, and therefore ends the feed to the control tank 2 through the channel 75.



   As soon as the charging device 89 has come to occupy its position, as explained above, for which the channel 75 does not communicate with the channel 76, the pressurized fluid continues to flow into the reservoir. control 2, from the main pipe channel 12, passing through the groove 161 of the spool 156 of the device 88, the channel 77, the calibrated orifice member 84 of the slow charge control of the control tank the chamber 268 of the control tank overload control device 93, the channel 76, the groove 243 of the spool 232 of the load device 90, the channel 28 and finally the pipe 29.



  At this time, since chamber 186 of device 88 communicates unrestrictedly with the outlet side of the control tank charge control port 84 through channel 28, groove 243 of spool 232 load device 90, channel 76, and chamber 268 of device 93, and since chamber 185 of device 88 communicates unrestrictedly with the inlet side of orifice member 84 at passing through the member with calibrated stabilization orifice 81 and a bypass of the channel 77, the service clamping device 88 automatically responds to the action of the pressure in its chambers 185 and 186, by adjusting the position of its slide 156 of so that the pressurized fluid coming from channel 12 in channel 77 maintains the preponderance of pressure chosen and equal to 0,

  049 kg / cm2 in chamber 185, and therefore in channel 77, on the inlet side of the calibrated orifice member 84, for example

  <Desc / Clms Page number 43>

 relative to the pressure prevailing in the chamber 268 and therefore in the channel 76, on the outlet side of this calibrated orifice member.



   For this relatively small pressure difference of 0.049 kg / cm2, the flow rate of the fluid passing exclusively from the channel 77 into the control tank via the calibrated orifice member 84 is relatively low and comparable to that of a leak. , when the pressure in the control tank 2 increases to a value exceeding 4.76 kg / cm2.



   Immediately before the closing of the load cut-off device 89 occurs, in response to the pressure of the control tank reaching a value of 4.76 kg / om2., Because the device 88 automatically regulates the flow of fluid in channel 77 to load the auxiliary tank 3 with substantially the same rate of increase.

   than the control tank, and due to the fact that this charging of the auxiliary tank is effected substantially without any restriction by the device
94, the pressure in the auxiliary tank 3, as it is felt in the outlet chamber 274 of the device 94 is substantially equal at this moment to the pressure prevailing in the control tank, that is to say by example to a value between 0.469 and 0.476 kg / cm2. When the load cut-off device 89 has closed for a control tank pressure equal to 0.476 kg / cm2, the resulting reduction in flow rate in the flow of fluid arriving in the channel 77 passing through the device 88 , leaves ample time for the pressurized fluid to pass from the channel:

  777 in the channel 68 of the auxiliary tank, then in the chamber 274 of the device 94 for charging the auxiliary tank, passing through the calibrated orifice member 85, in the chamber 278 of the device 95 for controlling the overload of the auxiliary tank, in channel 78, and in groove 244 of spool 232 of load device 90; as a result, the pressure is equalized on the opposite faces of the check valve 270, to the extent desired so that this valve is no longer maintained

  <Desc / Clms Page number 44>

 opened, despite the opposition of the spring 271, by the pressure in the inlet chamber 273;

   this valve therefore closes under the action of this spring, while the pressurized fluid continues to flow in the auxiliary reservoir. 3 with a reduced flow rate passing exclusively through the calibrated orifice member 85, the chamber 278, channel 78, groove 244., channel 68 and pipe 69.



   During this continuation of the charge of the auxiliary and control tanks 3 and 2, with a relatively low flow rate, passing through the channel 77 and the respective calibrated orifice members 85 and 84, these members proportionate the flow rate of the fluid flowing from the channel 77 in these reservoirs in such a way that they continue to be charged with substantially the same pressure at any given moment, regardless of the difference between their dimensions or capacities. ', l;
Si., During this continuation of the charge of the control and auxiliary reservoirs 2 and. 3 with a relatively
 EMI44.1
 low up to values' exceeding:

   76 kg / cm2 "1% general pipe 4 is at its full normal load equal for example to 4.97 kg / cm2, the value at which it is desired to charge the two reservoirs, the flow of fluid to the reservoirs continues until 'when the pressure equalization is carried out in the tanks and in the general pipe 4.



   On the contrary, if during this continuation of the charging of the tanks 3 and 2, the general pipe 4 is charged up to. a value exceeding its full normal load of 4.97 kg / cm2 after the time the tanks have reached their full normal load of 4.97 kg / cm2, the tanks are then overloaded above their full normal load by a flow of fluid with limited flow passing respectively through the calibrated orifice members 85 and 84. as explained above.



   If the control tank 2 becomes overloaded, its overload will be dissipated, when the normal pressure has been restored in the general pipe 4, by a flow of fluid

  <Desc / Clms Page number 45>

 taking place with a relatively fast but controlled flow from the control reservoir, passing through line 27, channel 28, groove 243 of spool 232 of load device 90, channel 76, chamber 268 of device 93 control tank overload control, then, this fluid, by opening the check valve 266 of the device 93, flows unrestricted from the chamber 268 into the channel 77 bypassing the member to calibrated orifice 84;

   on leaving the channel 77, this fluid passes into the general pipe 4, with a view to equalizing the pressures, passing through the groove 161 of the spool 156 of the service clamping device 88, the branches of the general pipe channel 12 in the casing 7 and the pipe support 6, the channel 45, the channel 46 of the cut-off valve 41, the orifice 44, the chamber 43, and finally the channel 11 connected to the corresponding section of the general pipe 4.



   It should be noted that, while an overload current is admitted into the control tank 2, this current passes through the only calibrated orifice member 84 ′ associated with the device 93, as has already been explained, with a slight difference of pressure between the faces of the member 84, under the control of the device 88;

   on the contrary, during the dissipation of this overload by a current of fluid leaving the control tank and tending to equalize the pressures in the control tank and in the general pipe 4, when the pressure in the general pipe is brought back to its normal value of 4.97 kg / cm2 for example, device 93 automatically provides unrestricted communication between control tank 2 and brake pipe 4, bypassing the calibrated orifice member 84, so that the overload is dissipated with a greater flow rate than that by which it can be established in the control tank;

   thus the tendency of the control reservoir 2 to overload is reduced at the time when it may be necessary to apply the brakes

  <Desc / Clms Page number 46>

 
Likewise, when, after the establishment of an overload in the auxiliary tank 3, the pressure in the general pipe 4 is reduced to its normal value, equal for example to 4.97 kg / cm2, this overload occurs. dissipates with a relatively rapid flow but controlled thanks to a flow of fluid, starting from this reservoir and passing through the pipe 69, the channel 68, the groove 244 of the spool 232 of the load device 90, the channel 78, the chamber 278 of the device 95, the main pipe 12, the pipe 4;

   this current then passes through the check valve 276, the channel 13 and the calibrated orifice member 14 for overload dissipation of the auxiliary reservoir, as well as through the calibrated orifice member 85, the channel 77 and the groove 161 of drawer 156 of service clamp 88.



   As for the flow of the final charge into 1, control tank 2 and for the dissipation from it of any overload, it is seen that the calibrated orifice member 85 opposes the 'establishment of an overload in the auxiliary tank, 3, while the automatic combination of the flow rate of this 85 gauge orifice member with the flow rate of the 14 gauge orifice member t provides a relatively rapid dissipation of this overload , so as to reduce the tendency of the auxiliary reservoir 2 to overload when it may be necessary to apply the brakes.



   When the pressures in the control and auxiliary reservoirs 2 and; 3 have been equalized with the pressure in the main pipe 4, all the parts forming part of the braking control device 1 and associated with this device, except of the charge cut-off device 89 which is in the cut-off position, are in their respective positions shown in the drawing, the series of diaphragms of the device 88 being returned by the delayed charging control spring 192 to its position. position defined by the stop of the spring support element 195 against the support element 182 and against the stop shoulder 197 of the annular and fixed stop member 198.

  <Desc / Clms Page number 47>

 



   TIGHTENING AND RELEASING THE BRAKES.



   ---------------------------------
When it is desired to apply the brakes, a reduction in pressure is brought about in the brake pipe 4 in a well-known manner by means of the engineer's valve arranged on the locomotive.



   When the pressure in the brake pipe has thus been reduced, the check valve 270 of the auxiliary tank charge control device 94, in the brake controller 1 of any particular car, prevents the pressurized fluid. to flow from the auxiliary tank 3 into the general pipe passing through the pipe 69, the channel 68 of the auxiliary tank 'and the check valve 270.

   However, there may momentarily occur a slight flow of fluid from the auxiliary reservoir 3 to the general pipe, passing through the channel 68, the groove 244 of the charging device, 90 ,, the channel 78, the chamber 278 of the device 95 of overload control of the auxiliary tank, this current then following the path indicated above by which the overload of the auxiliary tank is dissipated as has already been explained.



   At the same time, the load cut-off device 89, being in its lowest position, will oppose that shown in the drawing, and the check valve 261 being interposed between the channel 12 of the general pipe and the channel 75 of the rapid supply of the control tank, no appreciable stream of pressurized fluid flows from the control tank 2 to the main pipe via channel 75.

   However, a slight flow of fluid may momentarily occur from the control tank 2 to the brake pipe 4 passing through the pipe 29, the channel 28, the groove 243 of the spool 232 of the charging device 90, the channel 76, the chamber 268 of the device 93 for controlling the overload of the control tank, this current arriving in the general pipe by following the path indicated above through which the overload of the control tank escapes as explained above.

  <Desc / Clms Page number 48>

 



   As a result of the initial reduction in pressure produced in the brake pipe using the engineer's valve, the pressure in the brake pipe 4 of the first car rapidly decreases to the pressure of the locomotive brake pipe; when it has decreased for example by 0.049 kg / cm2, this reduction is felt in the chamber 132 of the quick-clamping device 87, on one side of the diaphragm 131 with respect to the pressure of the auxiliary reservoir prevailing in the chamber 133 of the 'other side of this diaphragm;

   then produces between the opposite faces of this diaphragm a pressure difference sufficient to bend the latter despite the opposition of the spring 134 and to move the spool 124 to its rapid clamping position defined by the stop of the shoulder 139 of the support member 125 against the shoulder 140 of the housing; then, the chamber 132 communicates with the quick-release chamber 15 and the chamber 257 of the locking device 91 through the groove 141 of the spool 124, as well as with the corresponding branches of the clamping channel 16 fast.



   After the establishment of communication between the chamber 132 of the quick-clamping device 87 and the channel 16, the pressurized fluid flows from the general pipe 4 of the particular wagon under consideration into the corresponding quick-clamping chamber 15 passing through by channel 11, the general pipe cut-off device 39, the general pipe channel 12 in the pipe support 6 and the casing 7, the chamber 132, the groove 141 of the spool 124 of the quick clamping device 87 and finally the quick release channel 16.



   At the same time, the fluid coming from the general pipe 4 and arriving in the channel 16 via the device 87 also flows into the control chamber 238 of the charging device 90 passing through the chamber 257 of the locking device 91 and via channel 79, which is open to this chamber when this device occupies the position shown in the drawing. This pressure

  <Desc / Clms Page number 49>

 reigning in the control chamber 238 of the load device 90 acts on the diaphragm 236 and produces a force sufficient to overcome the action of the spring 240 and to move this diaphragm in the direction of this spring by driving the spool 232 to a recovery position defined by the stop of the end of this drawer against the end wall 234 formed in the housing
7.

   In this position of the spool 232, the channel 78 for charging the tank and overload dissipation no longer communicates with the channel 68 of the auxiliary tank via the groove 244, and the channel
76 of the tank charge and overload dissipation no longer communicates with the channel 28 of the control tank via the groove 243; thus, within a fraction of a second after the initial pressure reduction in the brake pipe, the loss of fluid occurring from the control and auxiliary tanks 2 and 3 and along the corresponding overload dissipation flow paths is stopped. which have been indicated above and which lead to general conduct 4.



   As a result of the communication established between the main pipe 4 and the quick-clamping chamber 15 during the operation of the quick-clamping device 87, in order to move the spool 124 thereof to its quick-clamping position as described above. As explained above, the pressurized fluid flowing from the brake pipe into chamber 15 produces a local and rapid pressure reduction in the brake pipe of the wagon under consideration; this rapid reduction is felt in the chamber 185 of the corresponding service clamp 88 via the brake pipe channel 12 and accelerates the reduction in pressure in the brake pipe of the following wagon;

   the reduced pressure then prevailing in the brake pipe of this following wagon is sufficient, if this wagon is equipped with brakes, to actuate the corresponding quick release device? of this wagon, in order to cause a similar local reduction of the pressure in the brake pipe of this wagon, and so on, the reduction

  <Desc / Clms Page number 50>

 pressure tion Propagating rearwardly along the train, from car to car.



     If, at the moment when the main pipe 4 of a particular wagon is thus connected to the corresponding chamber 15 of the graduated control device of the braking control device of this wagon, each wagon of the link is equipped with brakes, so that this chamber 15 exerts its action only on the volume of the general pipe 4 of this wagon, the reduction in pressure in the general pipe of the latter, reduction resulting from the flow in the corresponding clamping chamber fast, will command a certain degree of braking, that is, a certain inlet pressure in the brake cylinder;

   for example, a reduction of 0.35 kg / cm2 in the brake pipe pressure, below the normal load thereof equal to 4.97 kg / cm2, will produce in the brake cylinder a pressure of '' 0.63 kg / cm2.



   If, on the contrary, when the general pipe 4 of a particular wagon and connected to the chamber 15 of the device 1 of this wagon, the latter is followed by a certain number of wagons not equipped with brakes, that is, on which the brake pipe extends in a straight line, the resulting pressure reduction in the brake pipe 4 on the preceding wagon fitted with brakes, due to the flow of fluid in chamber 15 of this wagon, is less than the required value desired, for example the value 0.35 kg / cm2 chosen by way of example, and the pressure in the brake pipe continues to decrease to reach this reduction of 0,

  35 kg / cm2 thanks to the flow of the fluid going from the channel 16 of the quick release capacity towards the brake cylinder 5 passing through the chamber 257 of the locking device 91, the channel 258 and the groove 259 of the spool 245 of this device, the channel 73 of the brake cylinder, the member with calibrated orifice 80 for regulating the continuation of quick release, the channel 72 of the brake cylinder, and then without any restriction, through the = chamber 283 of the adjustment device 96 brake cylinder intake, open valve 287 of device 96, interior of seat member 289, ports 296, annulus chamber

  <Desc / Clms Page number 51>

 laire 295, the channels 21 and 19 of the brake cylinder and finally the pipe 20.

   This fluid stream going from the brake cylinder to the brake cylinder 5, in order to continue the rapid reduction of the pressure of the brake pipe, passing through the channel 72 of the brake cylinder and the intake adjustment device 96, also flows into the atmosphere through the channel
72 passing through the device 88 in its release position shown in the drawing, that is to say through the annular channel 157, the exhaust channel 158 of the brake cylinder, the orifices 159 and the groove 160 of the spool 156 remote from the brake cylinder supply control valve 154, the channels 70 and 71, the chamber 114 and the groove 115 respectively of the service selector device 86, the respective channels 31 and 33 ,

   the respective calibrated orifice members 35 and 37 and the channel 30.



   When the flow of fluid from the brake line 4 into the quick clamp chamber 15 of any particular railcar is sufficient to produce the desired degree of quick clamp reduction in brake line pressure, for example a reduction of 0.35 kg / cm2 in the example chosen, this pressure reduction takes place in a fraction of a second; on the contrary, if one relies on the flow directed towards the brake cylinder 5 and / or towards the atmosphere, as explained above, to continue the reduction of rapid tightening dams the pressure of the general pipe, in order to achieve the desired degree of reduction a period of up to several seconds may elapse before reaching the desired pressure reduction of 0.35 kg / cm2 in the brake pipe.



   The reduction in pressure in the brake pipe 4 of any particular wagon is also felt in the chamber 248 of the locking device 91 of the corresponding device 1 of this wagon, passing through the channel 12 of the brake pipe, the groove 161 of the drawer 156 of the clamping device

  <Desc / Clms Page number 52>

 service 88 and channel 77.

   While the pressure of the brake pipe exerted in the chamber 248 decreases by the desired quantity, that is to say by 0.35 kg / cm2 in the example chosen, from its full normal value equal to 4.97 kg / cm2, the pressure of the fluid accumulated from the control tank -in chamber 252 of device 91, with its full load value of 4.97 kg / cm2 corresponding to the full load of the brake pipe 4 on the same wagon, deforms the diaphragm 250 in the direction of the chamber 248, despite the opposition of the spring 255 and the pressure prevailing in the chamber 257 at the end of the drawer 245, and drives this drawer up to '' to its quick-clamping cut-off position,

   position defined by the stop of the diaphragm bearing member 249 against the end wall of the chamber 248. In this position of the slide 245, the quick-clamping channel 16 remains open on the chamber 257 of the locking device. locking 91, as well as the corresponding end of the channel, central 258 of this drawer, - but the groove 259 of the latter, which is connected to the channel 258, is separated from the channel 73 of the brake cylinder so as to cut the communication between the quick release channel 16 and the brake cylinder and to end consequently the continuation of the rapid release reduction in the pressure of the general pipe;

   the groove 260 of the spool 245 remains in communication with the channel 68 of the auxiliary reservoir, but is further connected to the control channel 79 of the charging device, which channel is separated from the channel 257 of the quick-clamping capability by the spool 245.



   At the same time as the quick-tightening action on the drawer 245 of the locking device 91, occupying its quick-tightening cut-off position, ends the groove 260 of the drawer 245 with the channel 79, in addition to the channel 68 , establishes the communication of the control chamber 238 of the charging device 90 with the auxiliary tank 3 passing through the channel 79, the groove 260, the channel 68, and the pipe 69 in order to

  <Desc / Clms Page number 53>

 to maintain the chamber 238 under pressure and consequently to keep the drawer 232 of the device 90 in its lowest position, that is to say in its load cut-off position, opposite to that shown in the drawing and in which spool 232 was placed during the quick clamp reduction of brake pipe pressure.



   The quick-release reduction is also effected in the chamber 185 of the service clamping device 188, in the corresponding brake control device of any particular wagon, via the corresponding channel 12 of the brake pipe, of the groove 161 of the slide 156 of this device 88, of the by-passes of the channel 77 and of the member with a calibrated stabilization orifice 81.

   While the quick-release pressure reduction is established to the desired value of 0.35 kg / cm2, and as soon as the brake pipe pressure has decreased to a lower value of 0.14 kg / cm2 at its normal load of 4.97 kg / cm2, the control tank pressure established in chamber 186 of device 88 deforms diaphragm 184 in the direction of chamber 185 at brake pipe pressure, and the rod 190, sliding with guidance in the walls of the bore 191 of the partition 176, the pin 164 and the support members 162 and 163, drive, via the support members 181 and 182, the drawer 156 , despite the opposition of the compression spring 202, in the direction of the control valve 154 until it abuts against it.

   Then, a further reduction in the pressure of the brake pipe, further reduction of 0.07 kg / cm2 for example, is sufficient for the valve 154 to be opened by the spool 156, in opposition to the spring 155, and at the pressure re. - interfering in the supply chamber 153 of the brake cylinder and acting on the valve 154.



   After the upper end of the spool 156 begins to abut, as shown in the drawing, against the valve 154, the communication is cut between the discharge channel 158 of the valve.

  <Desc / Clms Page number 54>

 brake cylinder of the spool 156 and the annular channel 157, so as to suppress the venting of the brake cylinder 5; this stopper is maintained when the valve 154 is then opened by the spool 158 moving upwards.



   The opening of the brake cylinder supply control valve 154 allows the pressurized fluid from the auxiliary reservoir 3 and available in the service clamp 88 through line 69 and channel 68, to flow out. through the orifice 146 and through the annular chamber 157 to arrive in the brake cylinder 5 with a relatively rapid flow, passing through the channel 72 and through the device 96, that is to say by crossing into this features chamber 283, open valve 287, interior of seat member 289, ports 296, annular chamber 295, channels 21, 19, and line 20.



   The pressurized fluid is thus supplied from the auxiliary reservoir 3 to the brake cylinder 5 via the device 88 without any restriction and via the device 96 of the particular wagon under consideration, with a resulting and corresponding increase. pressure from the brake cylinder, while the usual brake shoes (not shown) connected to the brake cylinder are brought into contact with the wheels.

   This increase in the pressure of the brake cylinder is also carried out in the chamber .201 of the device 88 passing through the channel 74, the member with calibrated orifice of stabilization 82 and the channel 72 with brake cylinder, through which the pressurized fluid enters the brake cylinder 5; the calibrated orifice 82 stabilization member acts at this time by regulating the flow rate of the current coming from the channel 72 and arriving in the chamber 201, so as to achieve approximately the correspondence * between the pressure in the brake cylinder and the pressure in chamber 201.



   While the pressurized fluid thus enters the brake cylinder as a result of the initial response of the service clamp 88 to a pressure reduction of up to

  <Desc / Clms Page number 55>

 0.14 kg / cm2, carried out in the brake pipe and in the chamber 185 of this device, the pressure in this chamber continues to decrease due to the fact that the brake pipe is subjected to a rapid clamping pressure reduction from 0.14 kg / cm2 below its full normal load to the desired value of 0.35 kg / cm2 below its full normal load, with a flow rate in accordance with the rate at which the rapid clamp reduction is done.

   The other actions exerted on the series of diaphragms, for example the action of the pressure in the chamber 186 and the action of the springs 155, 202 and 192, remain equal, so that the slide 156 associated with the series of Diaphragms occupy positions according to the opposing effects of the pressure reduction in chamber 185 acting on diaphragm 184 and the increasing pressure in chamber 201 acting on diaphragm 166.

   The spool 156 automatically positions itself so that the brake cylinder supply control valve 154, which is held open, thus moves for varying distances from its seat.
 EMI55.1
 147, in order to regulate * the 'âdmi.s, S3.On' of the pressure fluid. from the auxiliary reservoir 3 into the brake cylinder 5;

   thus, the
 EMI55.2
 brake cylinder flow rate, varied as a function of the speed at which the rapid clamping reduction is established in the pressure 'of the brake pipe.'
When the brake pipe pressure building up in chamber 185 of the service clamp 88 reaches its maximum degree of quick clamp reduction, i.e. 0.35 kg / cm2 in the example selected below of the normal load of 4.97 kg / cm2 ,, a slight increase in the pressure of the brake cylinder prevailing in the chamber 201, above a certain value corresponding to the pressure in the chamber 185, causes, with l 'using the compression spring 202,

   the displacement of the series of diaphragms in the direction of the chamber 186 at the pressure of the control tank, despite the opposition of the

  <Desc / Clms Page number 56>

 pressure in this chamber, up to a recovery position, in which the valve 154 is closed by the spring 155 so as to separate the chamber 153 from the annular chamber 157 and consequently from the brake cylinder 5; meanwhile, the upper end of the spool 156 remains pressed, as seen in the drawing. = against the valve 154 to maintain the separation between the exhaust channel 158 of the brake cylinder and the. chamber 157 and thereby to maintain in the brake cylinder 5 a certain pressure corresponding to the degree of reduction of the brake pipe pressure.



   In the service clamp 88, the area of the diaphragm 166 exposed to the pressure of the chamber 201 at the pressure of the brake cylinder is such with respect to the area of the diaphragm 184 subjected to the pressure of the chamber 185, at the brake pipe pressure and opposite that of chamber 186, to the control tank pressure, that each time the brake pipe pressure is decreased by 100 grams for example per cm2 from its full charge and at- beyond the 0.14 kg / cm2 necessary to overcome the opposition of the spring 202 and to move the service clamping device 88 to its clamping position, the pressure of the brake cylinder must be increased by 300 grams per cm2 to return device 88 to its covering position.

   Therefore, when the desired degree of quick-clamp reduction has lowered the pressure in chamber 185 to 4.62 kg / cm2, i.e. to 0.35 kg / cm2 under the normal load of 4.97 kg / cm2 chosen by way of example, the pressure in the brake cylinder reaches a value equal to three times the 0.21 kg / cm2 reduction "in pressure which is in excess of 0, 14 kg / cm2, i.e. approximately 0.63 kg / cm2.



   When the pressure in the brake cylinder has reached this value corresponding to the desired degree of tightening reduction

  <Desc / Clms Page number 57>

 rapid in the general pipe pressure, it is felt in the chamber 300 of the intake adjustment device 96 passing through the pipe 20, the channel 19 of the pipe support 6, the member with calibrated stabilization orifice 23, the channel 22 of the housing 7, the chamber 298 and the orifices 299 of the device 96, and it then acts on the diaphragm 302 of this device by deforming it in the direction of the pressure-free chamber 308, despite the opposition of the compression spring 307;

     it thus allows the spring 291 of the chamber 283, thanks to the corresponding movement of the rod 292 integral with the diaphragm 302, to apply the valve
287 on its seat 288 and thus close the communication between the chamber '283 and the chamber 295 which was effected through the interior of the seat element 289 and through the orifices 296. Then, any increase in the pressure in the chamber. brake cylinder 5, bringing this pressure above -0.63 kg / cm2, is transmitted from device 88, through channel 72, groove 116 of spool 98 of selector device 86, then either channel 24 and the calibrated orifice member 26, i.e. channel 25 'and the calibrated orifice member 27, depending on the position of the spool 98, the channel 19 and the pipe 20.



  The dimensions of the calibrated orifice members 26 and 27 are such that, when the member 26 is used alone, as is the case on a freight train, the rate of increase of the pressure in the brake cylinder is controlled. so as to prevent an excessively sudden increase in the braking force, which could lead to too rapid elimination of the clearance provided between the wagons, and that the flow rate of the member with calibrated orifice 26 combined with that of the member with calibrated orifice 27 provides progressive braking of the wagons of a passenger train.



   For given dimensions of the brake cylinder 5 of any particular wagon, the degree of braking force achieved on that wagon, when the brake shoes are brought into contact with the wheels as a result of the increased pressure of the vehicle. brake cylinder up to 0.63 kg / cm2 for example, depends on the

  <Desc / Clms Page number 58>

 The gear ratio of the linkage interposed between the brake cylinder and the shoes. In some European countries, for example in Italy, 'this gear ratio is such that a pressure of 0.63 kg / cm2 for example in the brake cylinder brings the brake shoes into contact' 'with the wheels, to take up the play of the linkage without creating any appreciable braking force on the wagon.

   In France, on the contrary, the gear ratio of the linkage may be such that the pressure of the brake cylinder, equal for example to 0.63 kg / cm2, not only takes up the play of the linkage, by bringing the brake shoes into position. contact with the wheels, but also exerts by the shoes a sufficient force on the wheels to achieve a slight braking on a train running on a horizontal track or on a slightly downward track.



   This intake pressure in the brake cylinder, equal for example to 0.63 kg / cm2, is established automatically by the brake control device 1, as has already been explained, in response to an initial reduction. of pressure in the general pipe, this reduction being initiated on the locomotive and propagating in the main pipe 4, towards the rear and all along the train, thanks to the successive operation of the devices 87 for rapid clamping of the various wagons. The reduction in brake pipe pressure on the locomotive can be limited to substantially the amount needed to trigger the quick-release device 87 of the first car, after which the engineer's valve is returned to its overlapped position.

   In this case, the pressure in the general pipe 4, which has been reduced automatically by the control devices 1 of the different wagons, retains its rapid tightening reduction of 0.35 kg / cm2 corresponding to the desired pressure of the vehicle. -brake cylinder, for example 0.63 kg / cm2; the locomotive engineer can also be left in the tightening position; after reaching a quick clamp reduction of 0.35 kg / cm2 in the pipe pressure, so as to achieve a further pressure reduction

  <Desc / Clms Page number 59>

 greater in the brake pipe and consequently a greater degree of braking on the different cars of the train.



   In the latter case, each service clamp 88 of the different wagons, once it has occupied its clamping position, remains there to continue supplying pressurized fluid to the brake cylinder 5 from the reservoir. auxiliary, until such time as the brake cylinder pressure exerted in the chamber .201 of device 88 corresponds to the further degree of reduction of the brake pipe pressure, as it is felt in chamber 185; at this moment, the series of diaphragms of the device 88 returns to its overlapping position, to maintain this pressure in the brake cylinder as explained previously.

   If the brake pipe pressure on any particular wagon is reduced to zero, by moving the engineer's cock to its emergency position, for example, the service clamp 88 of that wagon remains in its position. clamped position, with the brake cylinder supply valve 154 open and the auxiliary reservoir 3 therefore communicating with the brake cylinder, without returning to its overlapped position, since the pressure in the auxiliary reservoir is equalized with that of the brake cylinder at a value equal for example to 3.85 kg / cm2;

     this pressure would otherwise be achieved by a reduction of 1.4 kg / cm 2 in the general pipe pressure, with the consequent return of the device 88 to its covered position, as will be understood from the preceding description.



   In the release position of the series of diaphragms of the service clamp 88, the position shown in the drawing; and in the normal braking and overlapping positions of this series of diaphragms, the load groove 161 of the spool 156 remains opposite the channel 77, in addition to the corresponding branch of the channel 12, to maintain the communication between the chamber 185 and pipe 4 by means of this groove

  <Desc / Clms Page number 60>

 and channels 12 and 77, so that device 88 can respond to brake pipe pressure changes that may be made while that device is in these positions.,

   and in order to allow a refill of the auxiliary tank 3 by the auxiliary tank charge control device 94 whenever the pressure established in the channel 77 and the chamber 273 of this device outweighs the pressure of the auxiliary tank. - liaire, established in the chamber 274 of this device, of a sufficient value to overcome the opposition of the spring 271, that is to say, 0.119 kg per cm2, and to keep the check valve open
270 of this device 94.



   On the contrary, if at the time when the service clamp 88 occupies its clamping position, in response to a reduction in brake pipe pressure occurring, it is felt in its chamber 185 at the pressure of the brake pipe. channel
77 and the groove 161 of its slide 186, the fluid under pressure escapes through a leak from the brake cylinder 5 with an excessive flow, for example due to (a defective gland of the brake cylinder , the pressure of the brake cylinder may not rise under the action of the arrival of the fluid from the auxiliary reservoir into the brake cylinder by the open valve 154;

   in this case, reducing brake pipe pressure in chamber 185 allows the control tank pressure established in chamber 186 to move upwardly the series of diaphragms, including spool 156, despite opposition. springs 155 and
202, up to a position for which the channel 72 for supplying the brake cylinder is separated from the chamber 157 and therefore from the auxiliary reservoir 3 despite the communication established by the open valve 154; in this position, the load groove
161 is not opposite the load channel 77.



   Closing the communication between the supply channel 72 of the brake cylinder and the chamber 157, closing

  <Desc / Clms Page number 61>

 effected by spool 156, of the service clamp 88, prevents unnecessary loss of fluid which might otherwise occur from the auxiliary reservoir 3 to a leaking brake cylinder 5 through the open valve 154 for adjusting the brake cylinder power supply;

   moreover, the elimination of the correspondence of the groove 181 of the spool 156 with the channel 77 prevents the escape of the fluid outside the main pipe 4 of the train and consequently makes it possible to avoid the loss of control of the brakes, which might otherwise occur as a result of the flow of pressurized fluid from the corresponding section of brake pipe 4 onto the car having the defective brake cylinder;

   flow would occur through brake pipe channel 12, throat 161, channel 77, auxiliary tank charging device 94, auxiliary tank channel 68, chamber 237 of device 88, open valve 154, annular chamber 157, the channel 72 of the brake cylinder, the groove 116 of the spool 98, of the selector device 86, the channel 24 and / or 25, the calibrated orifice member 26 and / or 27, the channel 19, the pipe 20, and finally the defective brake cylinder in which excessive fluid leaks occur.

   In addition, the removal of the concordance of the groove 161 with the channel 77 results in the removal of the communication of the chamber 185 of the device 88 with the channel 12 and therefore with the pipe 4, and thus prevents a further increase in the brake pipe pressure to its normal full load, increase intended to release the brakes, to return device 88 to its release position shown in the drawing; as a result, the braking equipment of the wagon comprising the defective brake cylinder continues to be isolated from the brake pipe.



  * In case the diaphragm series of the service clamp 88 has come to occupy its cut-off position of the

  <Desc / Clms Page number 62>

 brake cylinder, for which the chamber 185 is isolated from the general pipe 4, and consequently does not respond to the pressure variations therein, reestablishing the communication of the chamber 185 of the device 88 with the general pipe 4 on the wagon in question can be carried out, after the corresponding brake cylinder has been repaired to eliminate its leaks, by actuating the emptying device 47 of the control tank and of the auxiliary tank, retort as explained previously , to evacuate the pressurized fluid from the control tank 2, and consequently from the chamber 186 of the device 88,

   so as to reduce the pressure of the control reservoir to the atmospheric pressure, after which the spring 202 of the chamber 201 of the device 88 at the pressure of the brake cylinder moves the series of diaphragms up to its release position shown in the drawing. When the device 47 has returned to its normal position shown in the drawing, to close the evacuation of the control tank into the atmosphere, the latter is recharged with the fluid taken from the general pipe 4 of the wagon in question, of the same manner than that explained above with regard to the initial charge of this tank.



   While applying and maintaining brake application on any particular wagon, by operation of the corresponding control device 1 responding to a pressure reduction effected in the brake pipe 4 below the normal load and complete of this, the normal pressure reduction established in the auxiliary reservoir and resulting from the supply of the brake cylinder during this braking operation is less than the reduction in brake pipe pressure required to perform such application of the brakes due to the value of the volume of the brake cylinder relative to the volume of the auxiliary reservoir;

   for example, a pressure reduction of 0.42 kg / cm2 carried out in the general pipe below the normal and full load thereof produces

  <Desc / Clms Page number 63>

 in the brake cylinder a pressure of 0.84 kg / cm2 and in the auxiliary reservoir a pressure reduction of less than 0.42 kg / cm2; a pressure reduction of 1.4 kg / cm2 or more in the brake pipe would produce in the brake cylinder a pressure of 3.85 kg / cm2 and in the auxiliary reservoir a pressure reduction equal to approximately
1.12 kg / cm2 so as to equalize the pressure in this reservoir with that of the brake cylinder equal to 3.85 kg / cm2.

   It can therefore be seen that, during the normal operation of the control device 1 on any particular wagon, even if the groove 161 of the slide 156 of the device 88 of this wagon is facing the general control channel 12 and the channel 77 of charge of the reservoir, when the series of diaphragms of this device are in the braking position, to supply pressurized fluid to the corresponding brake cylinder, or else in its overlapping position to maintain the desired pressure in the brake cylinder. brake, the auxiliary reservoir 3 is not normally recharged with pressurized fluid coming from the general pipe and passing through the channel 12 and the auxiliary reservoir charging device 94, as explained previously, unless the the system does not have a fluid leak,

   as long as the pressure in the channel 12 has not increased to a value exceeding the pressure prevailing in the auxiliary tank and exerted on the output side of the check valve device 94.



   Likewise, the quick clamping device 87, subjected to the preponderance of the pressure of the auxiliary tank prevailing in its chamber 133 relative to the general pipe pressure prevailing in its chamber 132, normally remains in its position, of rapid clamping. , by maintaining communication between the brake pipe 4 and the quick release channel 16 during the priming and maintaining an application of the brakes.



   According to a characteristic of the invention, if

  <Desc / Clms Page number 64>

 The braking equipment is used on a train, in which the linkages between the brake cylinders 5 and the brake shoes have a sufficient gear ratio so that a braking effect is obtained with a pressure of 0.63 kg / cm2 for example in the brake cylinders, corresponding to the quick release reduction of 0.35 kg / cm2 in the general driving pressure, slight variations in the degree of braking may be obtained for slight brake applications on a horizontal track or on a slightly downhill track, between the limits formed by the degree of braking corresponding to a pressure of 0,

  63 kg / cm2 in the brake cylinder and by a complete release corresponding to the lowering of the pressure of the brake cylinder to atmospheric pressure, without returning the load device 90 to its load position shown in the drawing and without causing any reduction in quick clamping in the brake pipe pressure.



   Such variations in the pressure of the brake cylinder, between 0.63 kg / cm2 for example and atmospheric pressure, can be effected as will be explained. It is assumed, for example, that the pressure in the general pipe 4 is equal to its quick tightening value, that is to say is less than 0.35 kg / cm2 than its normal load value equal for example to 4.97 kg / cm2; in other words, assume that the pressure in the general pump is 4.62 kg / cm2; on the other hand, it is assumed that the pressure in the brake cylinder is equal to 0.63 kg / cm2, a value corresponding to the reduced brake pipe pressure.

   The pressure in the brake cylinder 5 can be reduced to atmospheric pressure, in order to completely release the brakes, increasing the brake pipe pressure from 4.62 kg / cm2 to a value different from minus 0.21 kg / cm2 from its normal load of 4.97 kg / cm2, the new pressure in the brake pipe then being equal to 4.76 kg / cm2.

   This pressure increase being felt in the chamber 185 of the

  <Desc / Clms Page number 65>

 service clamp 88 through channel 77, groove 161 of spool 156 and pipe channel 12 of the brake pipe, moves the series of diaphragms of device 88 from its overlapped position, where spool 156 is in contact with closed valve 154 , up to its exhaust position from the brake cylinder, which is shown in the drawing and defined by the stop of the support member 182 against the annular spring support element 195, which the spring 192 maintains applied against the shoulder 197 of the fixed annular stopper element 198.

   The pressurized fluid then escapes from the brake cylinder 5 through the pipe 20, the channel 19, the calibrated orifice member 26 and the channel 24, and / or the calibrated orifice member 27 and the channel 25 according to the position of the spool 98 of the selector device 86,, the channel 72, the annular chamber 157 of the device 88, the exhaust channel 158 of the brake cylinder, the orifices 159 and the groove 160 of the spool 156 of device 88, the exhaust channels 70 and 71, etc ... and finally the atmosphere,

  'until the moment when the pressure in the brake cylinder is thus reduced to atmospheric pressure When the general line pressure has started to rise.
 EMI65.1
 increase from 'e' its lower value of ô 35 kg / om2 to its full normal value to 'less than 0.21 kg / cm2 of this normal load, the brake pipe pressure established in the chamber 132 of the quick-clamping device 87 thus increases to less than 0.049'kg / cm of the pressure of the auxiliary tank '' as this pressure is established in the chamber 133 of the quick-clamping device;

   the spring 134 of the chamber 132 then moves the diaphragm assembly, including the support members 125 and 128, in the direction of the chamber 133, to a quick-release cut-off position defined by the application of the stud 126 against the stop surface 138 of the cap 137. In this position of the diaphragm assembly, the drawer 124 integral with the latter is in the position shown in the drawing; it separates the quick-clamping channel 16 from the groove 141 of the drawer 124

  <Desc / Clms Page number 66>

 general and consequently of the chamber 132, as well as of the duct channel 12.

   The fluid contained in the quick-clamping chamber 15 of the pipe support 6 and in the quick-clamping chamber 257 of the locking device 91 connected to the quick-clamping channel 16 thus accumulates in the device 87 at the pressure existing in the brake pipe when this device occupies its cut-off position, that is to say at a pressure less than approximately 028 to 0.31 kg / cm2, for example than the normal and complete load of the brake pipe.



   This pressure prevailing in the chamber 257 of the locking device: 91 and acting on the end surface of the drawer .245 in its lowest position opposes, with a value which can reach approximately 0.14 kg / cm2, to the effect of the pressure of the control reservoir prevailing in the chamber 252 and acting on the assembly of the diaphragm, including the diaphragm 250, etc .; at the same time, the spring 255 of the chamber 248 acts on this assembly with an additional pressure equal to 0.21 kg / cm2, in opposition to the pressure of the control reservoir prevailing in the chamber 252.



   When the pressure in chamber 248 increases along with the 4 'brake pipe to less than 0.21 kg / cm2 of the normal and full brake pipe load and therefore to less than 0.21 kg / cm2 of the pressure of the control tank prevailing in the chamber 252, this pressure established in the chamber 248 and aided by the spring 255, as well as by the pressure of the chamber 257 acting on the end of the spool 245 , causes the diaphragm assembly, including the spool 245, to move in the direction of the chamber 252 at the pressure of the control reservoir, until the groove 259 of this spool comes opposite the end opening of channel 73,

   while the groove 260 of this slide remains opposite the channel 68 and the load channel 79, to keep the chamber 238 of the load device 90 under pressure and thus to maintain the

  <Desc / Clms Page number 67>

 load slide in its lowest position, that is to say in its load cut-off position already defined previously.



   When the groove 259 of the spool 245 has come opposite the channel 73, the pressurized fluid escapes from the quick-clamping chamber 15 through the channel 16, the chamber 257 of the device 91, the central channel 258 and the groove 259 of the spool 245, channel 73, calibrated orifice member 80, brake cylinder channel 72, annular chamber 157 of service clamp 88, brake cylinder exhaust channel 158, orifices 159, the groove 160 of the drawer 156, the exhaust channels 70 and 71, etc ...



   When the fluid has escaped from chamber 15, the brake control device 1 is in the condition required to be able to effect a rapid squeeze reduction in the brake pipe pressure in response to a subsequent reduction in brake pipe pressure. pressure produced in this line, to the extent necessary to move the quick clamp 87 to its quick clamp position.



   At the same time as the pressure of the quick-tightening chamber 15, the pressure in the chamber 257 of the device 91 is reduced to atmospheric pressure due to the conformity of the groove 259 with the channel 73, as this has already been explained, while the groove 260 remains in communication with the load control channel 79 to maintain the device 90 in its cut-off position. This escape of the fluid out of the chamber 257 removes the pressure exerted in this chamber on the spool 245, in opposition to the pressure of the control reservoir prevailing in the chamber 252, and it immediately establishes a state of equilibrium of this spool and of the diaphragm assembly which is integral with it; the latter thus remain in the intermediate position described above.

  <Desc / Clms Page number 68>

 



   It can be seen from the foregoing that if the pressure in the brake pipe increases to a value more than 0.21 kg / cm2 less than its full normal load, for example 0.28 kg / less lower cm2 at this load, during the existence in the brake cylinder of a pressure of 0.63 kg / cm2 with a corresponding general pipe pressure lower, for example by 0.35 kg / cm2 than its normal and complete value , the resulting increase in brake pipe pressure allows the service clamp 88 to respond to this increase, which is felt in its chamber 185 at the brake pipe pressure, by moving from its covering position in its release position shown in the drawing;

   in this position, the pressurized fluid of the brake cylinder 5 escapes through the channel 158 of the spool 156 of the device 88, as explained above; the device 88 then returns to its covering position, in which it rests against the valve 154, to close the communication which joined the channel 158 to the brake cylinder through the channel 72, when the pressure of the brake cylinder, prevailing in chamber 201 of device 88, decreases to the desired degree proportional to the degree of increase in the main pipe pressure in chamber 185.

   Under these conditions, when the device 91 comes to occupy its intermediate position, the pressurized fluid contained in the chamber 15 and in the chamber 257 has escaped completely, up to the limit corresponding to the equalization of the pressure in these chambers. with the brake cylinder pressure equal to approximately 0.42 kg / cm2.

   A subsequent reduction in pressure in the brake pipe, requiring an increase in the degree of braking, may, if it is sufficient to overcome the opposition of the spring 134 'corresponding to a pressure of 0.049 kg / cm2 and the pressure. opposition constituted by the pressure difference of 0.119 kg / cm2 between the chambers 132 and 133, move the quick-clamping device 87 to its quick-clamping position to establish communication between the pipe channel 12

  <Desc / Clms Page number 69>

 general and the quick clamping channel 16, in order to achieve the quick clamping reduction in the main pipe pressure as has already been explained.



   If we consider wagons on which the linkage interposed between the brake cylinders and the brake shoes has a gear ratio sufficient to perform a braking action when the pressure of the brake cylinder is equal to 0.63 kg / cm2 for example, with brake pipe pressure reduced by 0.35 kg / cm2 below its full normal value, slight variations in the degree of braking, including full release of the brakes, may be effected by variations brake pipe pressure between two limits, one of which is 0.35 kg / cm2 less than the full normal value. te and the other of which is less than 0.21 kg / cm2 at the same value,

   and this without allowing the return of the load device 90 to its load position shown in the drawing and without passing the clamping device: quick to its quick clamping position.



   At the same time, when the pressure of the brake cylinder thus decreases below 0.63 kg / cm2 for example, a value corresponding, for example, to a reduction in brake pipe pressure of 0.35 kg / om2 below the normal and complete load of this pipe, this reduced pressure of the brake cylinder is felt in the chamber 300 of the intake adjuster 96 by the pipe 20, the channel 19, the calibrated orifice member 23, the channel 22, the pressure chamber of the brake cylinder 298 and the orifices 299 of the device 96, and it allows the spring 307 of the non-pressure chamber 308 to deform the diaphragm 302 and to drive the integral rod 292 in the direction of the chamber 283,

   to open the valve 287 despite the application of the spring 291. Thus, the annular chamber
295 opens to chamber 283 of device 96 through ports inside seat member 289 and the open valve

  <Desc / Clms Page number 70>

 287, so as to allow the pressurized fluid to enter or exit the brake cylinder by short-circuiting the calibrated orifice member 26 and / or the calibrated orifice 27 supply member of the brake cylinder., without any restriction and passing through the channel 72, the chambers 283 and 295 of the device 96, the channel 21 of the part 6 of the casing, the channel 19 of this part 6 and the pipe 20.



   Even when the braking equipment is used on trains in which the gear ratio of the linkage is not such that any degree of braking can be provided when the pressure of the brake cylinder is equal to simple. However, at 0.63 kg / cm2 for example, the new feature of the apparatus can be used, consisting in the fact that a complete release of the brakes can be obtained without causing the load device 90 to return to its position. load, in order to prevent the equalization of pressure between the control tank 2 of each wagon and the main pipe thereof;

   otherwise this equalization would be effected through channel 28 of the control tank, groove 243 of spool 232 of device 90, channel 76, control tank overload control device 93, channel 77, groove 161 of the spool 156 of the service clamping device 88, the brake pipe channel 12, etc., if the device 90 was allowed to occupy its load position shown in the drawing when the brake pipe pressure increases until it comes within a few hundred grams per cm2 of its full normal value.



   During brake release occurring µ as a result of an increase in brake pipe pressure, whenever the brake pipe pressure exerted in inlet chamber 273 of auxiliary reservoir charge device 94 exceeds the pressure of the auxiliary tank prevailing in the outlet chamber 274 of this device with a value equal to 0.119 kg / cm2,

  <Desc / Clms Page number 71>

 the auxiliary tank 3 charges up to a value approaching less than 0.119 kg / cm2 of the general pipe pressure, via channel 12, the groove 161 of the spool 156 of the service clamp 88, the channel 77, the chamber 273, the inlet valve 270 open despite the opposition of the spring 271,

   the outlet chamber 274, the channel 68 and the pipe 69. This recharging of the auxiliary tank is effected by the device 94 as long as the general pipe pressure prevailing in the channel 77 retains the necessary and sufficient preponderance in relation to to the pressure of the auxiliary tank, to open the check valve 270;

     if the increase in the pressure in the brake pipe 4, with a view to releasing the brakes, is limited so as to bring this pressure to a value less than 0.21 kg / cm2 than its normal and complete value equal for example to 4.97¯kg / cm2, i.e. if the new pressure reaches 4.76 kg / cm2, so as to keep the charging device 90 in its cut-off position, the auxiliary tank is charged until at a value of 0.119 kg / cm2 less than the pipe pressure of 4.76 kg / cm2, i.e. approximately up to 4.64 kg / cm2. This pressure prevailing in the auxiliary tank 3 and corresponding to a limited load of 4.76 kg / cm2 of the general pipe,

   does not however significantly affect the maximum pressure in the brake cylinder, which maximum pressure can be achieved by a subsequent reduction of the brake pipe pressure, since the pressure equalization in the brake cylinder and in the auxiliary tank occurs at a lower pressure of only 100 g. per cm2 approximately at the equalization pressure achieved otherwise when the auxiliary tank is loaded up to the normal and full value of 4.97 kg / cm2.



   It can be seen from the above that during the existence of any degree of braking corresponding to a certain pressure in the brake cylinder, a complete release of the

  <Desc / Clms Page number 72>

 brakes on any particular wagon can be effected, reducing the pressure of the brake cylinder to atmospheric pressure, by increasing the pressure in brake pipe 4 so that it approaches less than 0.21 kg / cm2 from its normal and full value of 4.97 kg / cm2, i.e. up to 4.76 kg / cm2, without allowing the load device 90 to return to its load position shown in the drawing , and therefore without allowing a refill of the control tank 2, in which the pressure remains invariable.

   However, if desired, it is not only possible to perform a complete release of the brakes with reduction of the pressure of the brake cylinder to atmospheric pressure, but also to recharge the control reservoir, increasing the brake pipe pressure to atmospheric pressure. to his. normal and full value of 4.97 kg / cm2, so as to compensate for any slight reduction in pressure which may occur in the control tank as a result of a leak.

   This further increase in the pressure in the brake pipe, up to its normal and full value of 4.97 kg / cm2, is felt in chamber 248 of locking device 91 through channel 77, groove 161 of the drawer 156 of the service clamp 88, the channel 12, etc .; this increased pressure prevailing in the chamber 248 acts on the diaphragm 250, with the aid of the spring 255 of the device 91, and drives the slide 245, by means of the support member 249, from its position intermediate described above up to its position shown in the drawing and defined by 1.applying the stud 254 against the stop surface 256 formed in the cap 152.

   During this time, the groove 260 constantly connected to the channel 68 of the auxiliary tank is brought out of alignment with the load control channel 79, which in turn uncovers to communicate with the quick clamping chamber 257, while the groove 259 of the drawer 245 remains opposite the channel 73 of the brake cylinder.

  <Desc / Clms Page number 73>

 



   At the moment when the channel 79 thus opens on the room
257 of the locking device 91, the pressure in the brake cylinder 5 has dropped substantially to atmospheric pressure because its pressurized fluid has escaped through line 20, channel 21, chambers. 295 and 283 and the open valve 287 of the intake adjuster 96, the channel 72, the chamber 157 of the service clamp 88, the exhaust channel 158 of the brake cylinder, the ports 159 and the groove 160 of the drawer 156 of the device 88, the exhaust channel 71 and / or the exhaust channel 70, etc.

   Therefore, when the channel 79 communicates with the chamber 257, the pressurized fluid escapes from the control chamber 238 of the charging device 90 through the channel 79, the chamber 257 of the device 91, the central channel 258 and the groove 259 of the spool 245 of this device, the channel 73 of the brake cylinder, the calibrated orifice 80 for controlling the quick release regulation, the channel 72 of the brake cylinder, etc., the route ending as we have already indicated.



   This escape of the fluid out of the chamber 238 allows the charging device 90 to return to its charging position shown in the drawing and at the same time makes it possible to compensate for an insufficient pressure in the control tank, with respect to. its full and normal load of 4.9 '/ kg / cm2, by means of a flow of fluid from the brake pipe and passing through channel 12, the groove 161 of the spool 156 of the service clamp 88, the channel 77 of charge and overload dissipation, the calibrated orifice 84 for the slow charge control of the control tank, the chamber 268 of the control tank overload control device 93, the channel 76, the groove 243 of the drawer 232 of the load device 90,

   the channel 28 of the control tank and finally the pipe 27.



   At the same time, when the charging device 90 is

  <Desc / Clms Page number 74>

 returned to its load position shown in the drawing, following an increase in the brake pipe pressure, occurring during release of the brakes, up to its normal and full value of 4.97 kg / cm2 for example , the pressure of the auxiliary tank 3, lower than the general line pressure with a difference / 1.99 kg / cm2 for example due to the action of the device 94 for charging the auxiliary tank, is equalized with the pressure, of general pipe by a flow of fluid passing through the general pipe channel 12, the charging groove 161 of the spool 156 of the service clamping device 88, the channel 77 for charging and overload dissipation,

   the calibrated orifice organ
85 slow charge of the auxiliary tank, the chamber 278 of the dispo. auxiliary tank overload control device 95, the channel 78, the groove 244 of the slide 232 of the load device 90, the channel 68 of the auxiliary tank and the pipe 69.



   According to another feature of the invention, when the brake pipe pressure increases on the locomotive, during a release of the brakes; with a relatively fast speed and up to a considerable value reaching for example the normal and full load of 4.97 kg / cm2, or even exceeds this value to reach for example the full pressure of the main tank equal to 8.4 kg / cm2, in order to effect a rapid and complete release of the brakes throughout the train, this relatively rapid increase in brake pipe pressure is felt in channel 12 of each brake control device on the first wagons , for example on the first fifteen wagons,

   and produces a stream of pressurized fluid from the main pipe 4 of these cars and arriving in the chamber 185 of the service clamp 88 of each of these cars, passing through the channel 12, the groove 161 of the drawer 156 of the device 88, the channel 77 and the calibrated stabilization orifice member 181, the pressure in the chamber 183 thus increases momentarily at a high speed, corresponding to

  <Desc / Clms Page number 75>

 the rapid increase in pressure occurring in the brake pipe 4 of these wagons.



   In each brake control device 1 of these first wagons, this rapid increase in pressure in the chamber 185 of the service clamping device 88 acts on the diaphragm 184, despite the opposition of the pressure of the control reservoir and of the spring 192 acting in the chamber 186 at the pressure of the control tank; aided by the pressure and the spring 202 of the chamber 201 to the pressure of the brake cylinder, which act on the diaphragm 166, this pressure increase rapidly drives the series of diaphragms from its overlapped position to a released position and delayed recharging, in the direction of chamber 186, moving the spring bearing member 195 away from the fixed stop member 198;

   thus, the spool 156 leaves contact with the control valve 154, to open the annular channel 157 on the central channel 158 of the spool 156, so as to close the communication between the exhaust channel 70 of the brake cylinder and the groove 160, as well as the communication between the driving channel 12 and the groove 161.



   In this position of the diaphragm series of the device 88, on the first cars of the train, the pressurized fluid escapes from each brake cylinder 5 on these cars, passing through the pipe 20, the channel 19, the clamping control orifice member 26 and channel 24, and / or the calibrated orifice member 27 and channel 25 depending on the position of the selector device 86, the groove 116 of the spool '98 of this device, the channel 72 of the brake cylinder, the annular passage 157 of the service clamping device 88, the exhaust channel 158 of the brake cylinder, the orifices 159 and the groove 160 of the spool 156 of this device, the exhaust channel 71, the groove 115 of the slide 98 of the selector device 86,

   the exhaust channel 33 and the calibrated orifice member 37 and / or the exhaust channel 34 and the member to

  <Desc / Clms Page number 76>

 orifice 38 according to the position of the spool 98, and finally the exhaust channel 30 opening into the open air. Since this escape from the brake cylinder occurs on the first wagons passing through the exhaust channel 71 and the associated calibrated orifice members of the control devices of these wagons, excluding the corresponding exhaust channels 70 and the organs with associated calibrated orifices, it can be seen that the rate of pressure reduction in the brake cylinders of these wagons is less than that which would exist if the exhaust were produced both through the exhaust channel 71 and the exhaust channel 70.



   In each device 1 of the first cars, the pressure in the channel 77, which is cut from the brake pipe channel 12 by the spool 156 of the service clamp 88 in the delayed exhaust and recharge position, is probably lower than the pressure of the auxiliary tank when this device occupies this position;

   it follows that there is no recharge of the auxiliary tank 3 on any one of the first wagons, at least momentarily, passing through the charge control device 94 of the auxiliary tank, nor any recharge, either of the tank auxiliary 3, or of the control tank 2, on any one of these wagons passing respectively through the gauged orifice members 85 and 84 for the slow charge control, since the respective outlet channels 78 and 76 are cut off from the respective channels 68 and 28 of the auxiliary tank and of the control tank by the drawer 232 of the load device 90 being in its lowest position as seen in the drawing.

   It can therefore be seen that the braking control devices 1 of the first wagons, under the influence of a rapid increase in pressure in the brake pipe 4, initially respond to effect a delayed release of the pressurized fluid out of the pipes. brake cylinders of these wagons, this exhaust being controlled by the calibrated orifice member 37 and / or the calibrated orifice member 38 associated with the channel

  <Desc / Clms Page number 77>

 exhaust 71 on each of the devices 1, thus preventing on these wagons the recharging of the auxiliary and control tanks 3¯ and 2, recharging which could reduce the speed of increase in the brake pipe pressure on the following wagons of the train.



   In each braking control device 1 of the first wagons, the pressure reduction in the brake cylinder is therefore established in the chamber 201 of the service clamping device 88 with a flow rate 'delayed and controlled by the calibrated orifice members 37 and / or 38 associated with the exhaust channel 71; a preponderance is therefore established, as regards the forces acting on the series of diaphragms of the device 88, in favor of the action of the pressure of the control tank and of the spring 192 of the chamber 186 at the pressure of the control reservoir, this preponderance acting on the diaphragm assembly, including diaphragm 184, is sufficient to drive up the series of diaphragms and the associated drawer 156.



  As a result of the movement of this slide, the groove 161 of the latter opens onto the channel 12 of the general pipe, without the groove 160
 EMI77.1
 opens onto the canal à'éohà pemept, 70; Then, the pressurized fluid coming from the channel 12 'flows through the throat 161 into the channel 77, then into the chamber 185 of the device 88, into the inlet chamber 273 and into the device 94. auxiliary tank charge control.



   When the general pipe pressure on the first wagons, where it increases with a relatively rapid start, in order to achieve a rapid release of the brakes all along the train, is able to make the fluid of this pipe arrive through channel 12 of each device 1 of these wagons in the channel 77 with a flow which, if it were established in the chamber 185 of the service clamping device 88, would produce there a pressure acting on the series of diaphragms of this- ci with a certain preponderance over any rate of pressure reduction

  <Desc / Clms Page number 78>

 in the brake cylinder, the pressure of which is transmitted into the chamber 201 of the device 88, the pressure head exists in the channel 12 produced towards the channel 77 and through the groove 161 of the spool 156,

   when the latter moves upwards to place its groove 161 opposite the general pipe channel 12, without opening the groove 160 on the exhaust channel 170, as explained in the previous paragraph, a flow sufficient fluid to charge the corresponding auxiliary reservoir 3 via the device 94, as has already been explained;

   this current is also sufficient to increase the pressure in the chamber 185 of the device 88, by means of the member with a calibrated stabilization orifice 81 with a flow rate such that this pressure tends to annihilate the effect of the reduction in the pressure of the brake cylinder occurring in the chamber 201 with a controlled flow passing through the groove 160 of the spool 156 and the exhaust channel 71, excluding the exhaust channel 7Q. Under these conditions, the series of diaphragms is in reality under the control of the pressure of the brake cylinder prevailing in chamber 201;

     it responds, to any momentary and slight effect of the pressure in the chamber 185, tending to annihilate the effect of the pressure reduction in the chamber 201, by, 'moving in the direction of the chamber 186, despite the opposing the delayed recharge control spring 192, and partially closing the communication between the channel 12 and the groove 161, so as to automatically adjust the admission of the pressurized fluid from this channel 12 into the channel 77, in order to to maintain the feed rate of this channel and therefore of the auxiliary tank 3, passing through the auxiliary tank charge device 94, at a "delayed" value corresponding to the delayed escape of the fluid from the cylinder brake 5 via the exhaust channel 71,

     the calibrated orifice member 37 and / or the calibrated orifice member 38 as the case may be, which are associated with this channel.

  <Desc / Clms Page number 79>

 



   During this automatic adjustment of the arrival of the fluid in the channel 7'7, from the main line channel 12 through the groove 161 of the spool 156 in the diaphragm assembly of the service clamp 88, it is evident, since the pressure decreases in the brake cylinder 5, that the flow, with which the pressure of the brake cylinder continues to decrease, to atmospheric pressure for example, with a view to a complete release of the brakes, decreases. - even in a corresponding manner;

   in response to this reduction in the rate of exhaust of the pressure in the brake cylinder, which rate of reduction is felt in chamber 201 of device 88 and on the series of diaphragms of this device at any given time and for a Any degree of opening of channel 12 to groove 161, the rate of increase in brake pipe pressure in chamber 185 tends to outweigh the rate of reduction of brake cylinder pressure in chamber 185. room 201;

   therefore, the series of diaphragms move automatically, may be in a series of advances occurring at small regular intervals of time, so as to successively and more completely close the communication between the channel 12 and the groove 161 of the spool 156, in order to automatically maintain the tuning entered the rate of pressure increase in the channel 77 and the variation of the rate of pressure reduction in the chamber 201 of the device 88.



   It can be seen that, from the above, in accordance with a feature of the invention, when the various control devices 1, for example those of the first cars, are subjected to a relatively rapid increase in the pressure in the cylinder brake, to an excessive degree to effect rapid release and can be full brakes all the way through the train, the corresponding quick release device 8 responds automatically by delaying the exhaust flow of the brake cylinder on these wagons, likewise that the recharge rate of the auxiliary tank 3,

  <Desc / Clms Page number 80>

 and it thus conserves the use of the brake pipe fluid of these wagons to help increase the brake pipe pressure on the following wagons,

   in order to release the brakes on them.



   During this rapid pressurization carried out in the brake pipe of the locomotive, in order to effect for example a complete release of the brakes along the train, compared to the rate of increase of the pressure of the brake pipe on the first cars, the rate of increase of the general driving pressure on the following cars gradually decreases going towards the rear of the train.



   'However, due to the delayed exhaust and recharge characteristic of the service clamp 88 on the different cars, the brake release rate on these tends to equalize, regardless of the variation. 'the rate of increase in brake pipe pressure on the wagons. wagons *,
On intermediate cars between opposite ends of the train, the rate of increase in brake pipe pressure in channel 12 of each device 1 initially causes a flow of fluid to flow through. the chamber 185 of the service clamp 88 passing through the groove 161 of the spool 156 and through the channel 77;

     this current can cause the displacement of the series of diaphragms, including the slide thereof; the series of diaphragms then leaves its overlapping position in which it was pressed against the brake cylinder supply control valve 154, to allow fluid to escape from the brake cylinder 5 of each. wagon by channel 72, etc.

   following a path already indicated, through the annular channel 157, the exhaust channel 158 of the brake cylinder, the orifices 159, the groove 160 of the corresponding device 88, so as to partially close the communication between the brake cylinder. exhaust channel 70 and throat 160 and to

  <Desc / Clms Page number 81>

 automatically adjusting the exhaust rate of the brake cylinders of these wagons according to the rate of reduction of the pressure of the brake cylinder, as it is felt in the chamber 201 of each device 88; during this time, the groove 161 of the drawer 156 remains open to the maximum on the channel 12; the fluid thus flows from the general pipe into the corresponding channel 77, then into the chamber 185 of the device 88;

   and in the corresponding auxiliary tank-3 passing through the device 94 for charging the auxiliary tank.



   It may happen, initially at least, that the rate of increase of the brake pipe pressure at the rear of the train, as it is felt in the channel 12 of each device 1, is such that the rate of reduction of the general line pressure, being felt in the chamber 185 of each service clamp 88 and acting on the series of diaphragms of this device exerts a less effect on it than that of the pressure of the brake cylinder prevailing in the chamber 201, the pressure which results from the escape of the fluid from the brake cylinder taking place both through the channel 70 and, the channel 71 after the removal of the spool 156 by with respect to the brake cylinder power control valve 154;

   it will be understood from the foregoing description that when the rate of reduction in brake cylinder pressure, as felt in chamber 201, tends to exceed the corresponding rate of pressure reduction of brake pipe in chamber 185, at brake pipe pressure, the diaphragm series of device 88 responds automatically by occupying positions at varying distances from control valve 154, and thereby automatically regulating fluid flow exhaust of the brake cylinder through channel 158 of spool 156, in order to bring this flow into line with the exhaust rate of the brake pipe pressure being felt in chamber 185.

  <Desc / Clms Page number 82>

 



   It is assumed that a complete release of the brakes has been achieved on any particular railcar with the pressure in chamber 201 of the corresponding service clamp 88 reduced to substantially atmospheric pressure; it is also assumed that the pipe pressure in chamber 185 is equal to its normal and full value of 4.97 kg / cm2 for example, and that the pressure in chamber 186 at the pressure of the control tank has the same value.

   Under these conditions, the device 88 returns to its position shown in the drawing and defined by the application of the diaphragm bearing member 182 on the spring bearing member 195, while the latter is hand - held down. by the spring 192 against the shoulder 197 of the stop member 198.



   It is now assumed that the elements of the device 1 of any particular wagon have returned to the positions shown in the drawing and described previously and that the control and auxiliary tanks have been loaded to their normal and full load equal for example to 4, 97 kg / cm2, it is also assumed that on this wagon, the pressure prevailing in the brake pipe and having produced the complete release of the brakes exceeds the normal and complete load of this pipe, equal for example to 4.97 kg / cm2 and that it reaches for example the pressure of the main reservoir equal to 8.4 kg / cm2; this value of the general driving pressure is sometimes used, as has already been indicated, to effect a rapid and complete release of the brakes throughout the train.

   Under these conditions, the fluid coming from the channel 12, in each control device 1, flows into the corresponding section of general pipe 4, then into the channel "77 via the groove 161 of the spool 156 'of the corresponding service clamping device 88, thence in the chamber 185 of this device, and in the auxiliary and control reservoirs 3 and 2 passing respectively through the calibrated orifice members 85 and

  <Desc / Clms Page number 83>

 
Slow charge control 84, channels 78 and 76, grooves
244 and 245 of the spool 232 of the load device 90, the channels 68 and 28, and the pipes 69 and 29, as already explained in connection with the initial load.

   Thus, these reservoirs tend to overload beyond their normal and full charge with a relatively low flow rate, as has already been explained also with regard to the initial charge; then, the series of diaphragms of device 88 automatically responds to any tendency of the brake pipe pressure of chamber 185 to exceed the slowly increasing control tank pressure in chamber 186 at the control tank pressure, when this tpndance reaches a range. pressure difference of 0049 kg / cm2;

   the device 88 moves in this case to its delayed recharging position, moving the spring support element 195 away from the stop element 198 despite the opposition of the spring 192, so as to partially close communicating between channel 12 and throat 161 and thereby automatically maintaining the match between the brake pipe pressure in chamber 185 and the pressure of the control tank in chamber 186.

   Then, as already explained in connection with the initial equipment load, when the brake pipe pressure has dropped from its overload value to its full normal value, in the device 1 of any particular wagon, the overloads of the control and auxiliary tanks 2 and 3 are dissipated respectively by the overload control devices 93 and 95 of the control tank and of the auxiliary tank.


    

Claims (1)

ABSTRACT ----------- Pressurized fluid braking equipment, charac- terized by the following points considered separately or in combination: 1) It includes a normally loaded brake pipe. <Desc / Clms Page number 84> a normally charged auxiliary tank, a communication of restricted load and overload dissipation normally open and connecting the auxiliary tank to the main pipe, a load control device liable under the action of the pressurized fluid to occupy a cut-off position to close said communication, a device capable of responding to a first reduction of the general pipe pressure below its normal and complete value, by locally exhausting the brake pipe to achieve a "quick-clamp" reduction in the brake pipe pressure and directing the escaping fluid thereby to the load controller to place it in its position cut-off, and a device capable of responding to a reduction greater than the first reduction in brake pipe pressure by terminating this local exhaust and directing the fluid from the auxiliary reservoir to the charge controller to maintain it. here in its position: cut-off, 2) the switchgear comprises a normally charged control tank, a means of restricted communication normally open and connecting the auxiliary tank and the control tank to the main pipe, a load control device capable, under Inaction of the fluid under pressure, to occupy a cut-off position to close this means of communication, a device subjected to the pressure of the general pipe and to that of the auxiliary tank in opposition and capable of responding to a first pressure reduction, carried out in the brake pipe with respect to the auxiliary tank, carrying out a local exhaust from the brake pipe to establish .. therein by reducing the "quick-clamp" pressure and supplying the fluid thus escaping to the load control device, in order to place it in its running position, and a device subjected to the pressure. control tank pressure and that of the brake pipe in opposition and capable of responding to a certain <Desc / Clms Page number 85> end pressure reduction, occurring in the general line relative to the control tank, this reduction being greater than the first reduction, by terminating this local exhaust and connecting the auxiliary tank to the load control device to maintain the latter in its cut-off position. 3) The apparatus comprises a brake cylinder, a supply communication connected to the brake cylinder, a device subjected to the pressure of the control reservoir in opposition to the pressures of the brake cylinder and of the general pipe. the and capable, under the action of the pressure of the control reservoir and after a reduction in pressure effected in the general pipe when the brake cylinder is at atmospheric pressure, of supplying the brake cylinder at atmospheric pressure. from the auxiliary reservoir via said supply communication, this device also being able, under the action of the pressure of the brake cylinder and of the pressure of the general pipe, cut off this supply when the brake cylinder pressure increases to a value corresponding to the reduction in brake pipe pressure, a device being able to respond to a predetermined increase in brake cylinder pressure by imposing an additional restriction on the current of fluid then passing through the supply communication of the brake cylinder, a device subjected to the opposite pressures of the auxiliary reservoir and the brake pipe and capable of being actuated by the pressure of the auxiliary reservoir, after some slight reduction in pressure carried out in the general pipe compared to the auxiliary tank, to locally release the fluid from the general pipe, and a device subjected to the opposite pressures of the control tank and the brake pipe and capable, under the action of the pressure of the control tank and after a predetermined reduction and greater than the first reduction of the general line pressure. <Desc / Clms Page number 86> parting, to cut the local exhaust of the general pipe. 4) The apparatus comprises a rapid clamping chamber independent of the brake cylinder., Communication leading to the brake cylinder, a quick clamping device capable of responding to an initial reduction in brake pipe pressure by connecting the brake pipe to the brake chamber and said communication for effecting a local "quick clamp" exhaust from the brake pipe, a device responding to a certain reduction in pressure in the brake pipe, reduction greater than reduction initial, by separating the general conduct of said communication, and a device normally connecting said communication to the atmosphere and responding to a pressure reduction greater than the initial reduction and smaller than said previous reduction in the pipe pressure, by cutting said communication with respect to atmosphere and connecting it to the auxiliary tank. 5) The apparatus comprises an auxiliary tank supply communication extending between the latter and the brake pipe, a load control device to maintain normally said supply communication open and capable under the action of the pressurized fluid to close it, a quick-release device responding to an initial reduction in brake pipe pressure by connecting the brake pipe to the load controller for the purpose of shutting off the brake communication. feed, a locking device responding to a certain reduction in pressure in the general pipe, reduction greater than the initial reduction, by closing the main line connection to the charge control device and connecting this to the auxiliary tank to keep the supply communication closed during any subsequent increase in pressure reduction in the line generally, this locking device can maintain 1, <Desc / Clms Page number 87> charge control device connected to the auxiliary tank during a subsequent increase in the general line pressure to a "certain value" greater than that corresponding = normal to said "certain" reduction and less than the load / of the general conduct, and a valve-type service clamp responding to a reduction in the general line pressure below its normal value by supplying the brake cylinder from the auxiliary reservoir to increase the pressure therein, and also responding to an increase in brake pipe pressure to said "certain value" by connecting the brake cylinder to the atmosphere until the pressure of the brake cylinder becomes equal to atmospheric pressure. 6) The apparatus comprises a slow charge communication extending between the auxiliary tank and the general pipe, a tank charge control device keeping this communication normally open and comprising a control chamber for the pressure control. which the load controller responds by closing the load communication. slow, a quick clamping channel, a quick clamping device subjected to the opposite pressures of the main pipe and the auxiliary tank, this device responding to a slight reduction in pressure occurring in the general pipe compared to the auxiliary tank by connecting the general driving to the quick-release canql, this quick clamping device also responds to a subsequent equalization of the pressures in the general pipe and the auxiliary tank by occupying a cut-off position so as to close the general pipe with respect to the quick clamping channel, a locking device subjected to pressure of the control tank in opposition to the force of a spring and to the pressures of the general pipe and of the quick-clamping channel, this locking device being maintained in <Desc / Clms Page number 88> normal position by the force of its spring to connect the quick-release channel to the channel of the brake cylinder and to the control chamber of the reservoir charge control device, this locking device being able to be actuated by the pressure of the brake cylinder. control tank, after a "certain reduction" in pressure in the general pipe greater than that to which the quick clamping device responds, to come and occupy a quick clamping cut-off position, in order to close the quick clamping channel with respect to the channel of the brake cylinder and transfer from the quick release channel to the auxiliary reservoir the connection of the control chamber of the reservoir charge controller, this locking device being able to respond during release of the brakes to a subsequent increase in the brake pipe pressure up to a certain value greater than that corresponding to said "certain reduction" and less than that corresponding to the normal load while occupying an intermediate position in order to connect the quick release channel to the brake cylinder while the control chamber of the load control device remains connected to the auxiliary reservoir, this locking device then losing the aid of the pressure of the quick release channel since this pressure escapes through the channel of the brake cylinder, this locking device then being able to respond to a greater increase in the pressure of the brake pipe by returning to its normal position, a flow restriction device interposed between the locking device and the brake cylinder channel, and a valve service clamping device subjected to the pressure of the control reservoir in opposition to the pressures of the brake cylinder and the brake pipe and normally in a brake release position while the brake pipe is normally loaded, this valve-operated service clamp responding to a reduction in pressure. <Desc / Clms Page number 89> its driving line greater than that to which the quick release device responds, by supplying the brake cylinder from the auxiliary reservoir, and capable on the other hand of reducing the pressure of the brake cylinder to atmospheric pressure when the pressure: of the brake pipe increased to a value lower than that for which the locking device returns from its intermediate position to. its normal position. 7) The apparatus comprises a rapid charge communication extending between the auxiliary tank and the general pipe, a device interposed in this communication to prevent the pressurized fluid from passing through it from the auxiliary tank and into it. going to the main pipe and to allow the fluid to flow in this communication in the reverse direction, while limiting this flow in such a way that the pressure of the auxiliary reservoir cannot increase below the value necessary to ensure that the quick clamping device returns to its off position before the locking device moves from its quick clamping position / cut-off to its intermediate position in response to an increase in pressure driving while releasing the brakes. 8) The switchgear includes a normally open fast charge communication between the main pipe and the control tank before being charged with pressurized fluid, a normally open slow charge communication between the main line and the control tank before being charged with pressurized fluid, a charge cut-off device responding to the pressure of the control tank by closing the rapid charge communication and keeping it closed above a certain pressure of the control tank, a load control device controlled by the opposing pressures of the control tank and the brake pipe, this charge control device being able to close both the slow charge communication and the slow charge communication. <Desc / Clms Page number 90> rapid charge indication in response to a certain reduction in pressure occurring in the brake pipe from the normal pressure of the control tank during the initiation of a brake application, which load control device may also open when the brake is applied. both slow charge communication and fast charge communication in response to a subsequent increase in pressure occurring in the brake pipe to a "certain" value below the normal charge pressure of the control tank, and a valve service clamping device subjected to the pressure of the brake pipe as opposed to the pressures of the control reservoir and of the brake cylinder, this service clamping device responding to a pressure reduction taking place in brake pipe with respect to the normal charge pressure of the control tank by supplying the brake cylinder, and also responding to a subsequent increase in the brake pipe pressure over the normal charge pressure of the control tank, up to 'to said. '! certain value "already mentioned., by equalizing the pressure of the brake cylinder with that of the atmosphere. 9) The braking equipment comprises several exhaust communications connected to the free air, a valve service clamping device responding to a pressure reduction, taking place in the brake pipe in relation to the cylinder pressures brake and control reservoir, by connecting the auxiliary reservoir to the brake cylinder to supply the second from the first, also responding to a subsequent increase in brake pipe pressure relative to the pressures of the control reservoir and brake cylinder. brake by connecting the brake cylinder to said exhaust communications, and then responding to a rate of reduction of brake cylinder pressure relative to the rate of increase of brake cylinder pressure by controlling the degree of opening of the brake cylinder on some of said exhaust communications while the <Desc / Clms Page number 91> brake cylinder remains open on other communications exhaust. 10) Recharging of the auxiliary reservoir is controlled by the valve-operated service clamp during quick release, depending on the flow rate of the fluid escaping out of the brake cylinder. , II) The apparatus comprises an auxiliary tank charging communication normally connected to the auxiliary tank and to the brake pipe, a valve service clamping device responding to an increase in the brake pipe pressure relative to the pressure of the control reservoir and of the brake cylinder, when the latter is pressurized by fluid supplied by the auxiliary reservoir, by connecting the brake cylinder to the exhaust communications to evacuate the fluid therefrom. cylinder, in these communications, this service clamp then responding to an excessive rate of increase in overall line pressure relative to the rate of decrease in brake cylinder pressure by closing "some" of the exhaust communications and by reducing the degree of opening of the charge communication of the auxiliary reservoir on the general pipe as a function of the rate of pressure reduction achieved in the brake cylinder as a result of the fluid escaping out of it by through said "certain" escape communications. 12) The apparatus includes a check valve device mounted in the charge communication of the auxiliary tank to prevent pressurized fluid from flowing from the auxiliary tank into the brake pipe, while allowing it to flow in the reverse direction. . 13) The apparatus comprises an auxiliary tank charge communication connected to the auxiliary tank, two exhaust communication connections connected to the open air, a valve service clamping device comprising a chamber at the pressure of the <Desc / Clms Page number 92> control tank connected to the control tank, a pressure chamber of the general pipe connected to said load communication and a pressure chamber of the brake cylinder normally connected to the brake cylinder this service clamping device comprising d 'on the other hand a valve for controlling the communication between the brake cylinder and the exhaust communications as well as between the main pipe and said load communication, a series of diaphragms integral with the valve and subjected to the pressure of the control reservoir chamber in opposition to the pressure of the main pipe and brake cylinder chambers, and a stop device pushed by a res-. exits towards a stop position and capable of leaving this position despite the opposing force of the spring, said series of diaphragms responding, during the release of the brakes to an increase in the brake pipe pressure, being felt in the chamber brake pipe, moving until contact with the stop device and actuating the valve to open the brake cylinder on two of said exhaust communications, for passing the brake cylinder fluid through these two communications while the load communication is held open on the brake pipe, the series of diaphragms then responding to a preponderance of forces produced by the pressures in its chambers brake pipe and cylinder with respect to the force from the pressure in its control reservoir chamber, by driving the stop device out of its stop position and actuating the valve so as to close the brake cylinder. on one of said exhaust communications while the brake cylinder remains open on the other exhaust communication and the load communication remains open on the brake pipe, the series of diaphragms then responding to an increase in said preponderance of force by moving the valve still further in apposition to the stop device pushed by a spring, in order to <Desc / Clms Page number 93> close the load communication sufficiently from the brake pipe to regulate the pressure increase in its brake pipe chamber, thereby maintaining a balance of forces applied to the series of diaphragms as fluid flows from the pipe load in the auxiliary reservoir and when it escapes from the brake cylinder through one of said exhaust communications, to the exclusion of the other.