GB123519A - Improvements relating to Fluid Pressure Braking Apparatus. - Google Patents

Abstract

123,519. Turner, W. V. Feb. 20, 1918, [Convention date]. Void [Published under Sect. 91 of the Act]. Fluid-pressure.-To permit rapid and more uniform charging of railway train brakes, certain of the vehicles distributed throughout the train are fitted with air compressor equipment adapted to be connected to the train-pipe by valve mechanism electrically controlled from the locomotive or other point. Electrically controlled equalizing discharge valve mechanism for effecting gradual application of the brakes may be combined with the charging valve mechanism and an electrically controlled emergency vent valve may also be added. The equipment includes a compressor 1. main reservoir 2, and a valve mechanism 3 comprising a slide valve 17, the chamber 14 of which is in communication with the pipe 4 and feed valve 5 with the reservoir 2. The slide-valve 17 when moved to the left by energizing the valve magnet 12 connects the chamber 14 with the train-pipe 8 and also with the upper chamber 19 and reservoir 22 of an equalizing discharge valve 18, the lower chamber of which is connected to the train-pipe 8 by passage 23 and has an exhaust port 25. The chamber 19 is adapted to be vented to apply the brakes by the passage 21 controlled by the magnet valve 26. When the valve magnet 12 is deenergized, the valve 11 connects the passages 10, 38 leading respectively from the piston and valve chambers 9, 14 of the slide valve 17 which therefore assumes the lap position shown under the influence of the spring 39. In charging the system, the valve magnet 12 is energized whereby the piston chamber 9 of the slide valve 17 is vented through the passage 10 and port 40 and the slide valve therefore moves to the left and uncovers the passage 20 allowing air to flow from the chamber 14 to the equalizing discharge valve chamber 19 and by passage 21 to the reservoir 22. The slide valve cavity 42 connects the passage 24 and 41 also so that air can feed into the train-pipe 8 from the chamber 19. To effect a service application of the brakes the valve magnet 12 is deenergized to return the slide valve 17 to lap position and the valve magnet 26 is energized to open the chamber 19 to exhaust by passage 21 and port 28, whereby the equalizing valve piston 18 is actuated in the usual way to vent the trainpipe by passage 23 and port 25. To release the brakes, the magnet 26 is de-energized and the magnet 12 energized to recharge the train-pipe and effect the return of the triple valves throughout the train. An emergency application of the brakes can be obtained by energizing the valve 7 adapted directly to vent the piston chamber 30 of the triple valves. A passage 46 with a check valve 47 enables the equalizing reservoir 22 to be charged from the train-pipe in the event of failure of the main reservoir pressure on a car and permits the apparatus to operate in making a service application of the brakes.