GB144402A - Improvements relating to fluid pressure braking apparatus - Google Patents

Abstract

144,402. Cloud, J. W. March 20, 1919. Fluid-pressure.-In apparatus of the type in which the brakes on one or more selected vehicles of a train (e.g. the locomotive) can be applied independently of or simultaneously with those on the remaining vehicles, the triple valves on the selected vehicle or vehicles are unresponsive to reductions in train-pipe pressure less than a predetermined amount, such as that necessary for service applications of the brakes. In one arrangement, the locomotive triple valve 6 is connected to the train-pipe 11 at 11', to the brake cylinder 5 at 5<1>, and to the auxiliary reservoir 4 at 4<1>, and the brake cylinder exhaust port 21 is connected to the pipe 13. The main reservoir 3 is connected to a pipe 12. A spring 22 opposes the movement of the triple-valve piston 14 to application position. The trailer vehicles are provided with an ordinary triple valve 9 and equipment. To effect a simultaneous application of the brakes throughout the train, the trainpipe 11 is connected by the driver's valve 7 to the pipe 13 so that the triple valves 9 are actuated and the train-pipe air feeds into the locomotive brake cylinder 5 by the port 21 and cavity 18, Fig. 2. The train-pipe pressure reduction in this operation may not be sufficient to actuate the locomotive triple valve, but, in the event of the breakage of a coupling, the spring 22 is overcome and the auxiliary reservoir 4 is then connected to the brake cylinder 5. To apply the brakes only on the locomotive, the pipes 12 and 13 are connected to supply air from the main reservoir 3 to the brake cylinder 5 by way of the exhaust port 21. Simultaneous or separate release of the locomotive and trailer vehicle brakes may be effected by connecting the pipe 13 to atmosphere and the train-pipe 11 to the main reservoir pipe 12. In a modification, the auxiliary reservoir 4 on the locomotive is dispensed with, the main reservoir 3 being connected to both the pipe 12 and the triple valve. There is no feed passage between the train-pipe and reservoir chambers of the locomotive triple valve, the piston of this valve seating tightly when in the release position. The operation is substantially the same in this case.