US1004110A - Pressure-control apparatus for fluid-pressure brakes. - Google Patents

Pressure-control apparatus for fluid-pressure brakes. Download PDF

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US1004110A
US1004110A US41609008A US1908416090A US1004110A US 1004110 A US1004110 A US 1004110A US 41609008 A US41609008 A US 41609008A US 1908416090 A US1908416090 A US 1908416090A US 1004110 A US1004110 A US 1004110A
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pressure
train pipe
fluid
main reservoir
port
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US41609008A
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Walter V Turner
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Westinghouse Air Brake Co
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Westinghouse Air Brake Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input

Definitions

  • My invention relates to fluid pressure brakes, and more particularly to apparatus adapted to obtain either one of two diflergrees of pressure and thus, as the load on one diaphragm of the pressure governor varies with the train pipe pressure, the maximum main reservoir pressure is regulated to a corresponding degree automatically. If the fluid pressure load on the diaphragm of the ressure governor is increased above tlie train pipe pressure from any cause, such as by leakage of fluid from the main reservoir thereto, for example, the governor head controlled thereby correspondingly increases the maximum degree of main reservoir pressure, and should the brake valve be in full release position, at which fluid at main reservoir pressure is admitted to the train pipe, there is some liability that the train pipe will be charged to an excessive degree of pressure.
  • Another object of my invention is to provide improved means for warning the engineer when the brake valve is in full release position.
  • Figure 1 i is a diagrammatic view showing in elevation one form of engine apparatus for obtaining two degrees of working pressure, with my improvement applled thereto; Fig.
  • Fig. 6 a face view of the rotary valve for the brake valve employed, with the apparatus illustrated in Fig. 2, showing the location of ports and cavities therein.
  • the engine equipment may comprise an engineers brake valve 1, connected by a pipe 2 with a main reservoir 3, a duplex feed valve 4 of any desired construction adapted to be adjusted for either one of two different degrees of pressure and interposed in a pipe 5, leading from the main reservoir to the brake valve 1, and a duplex pressure governor 20 fpr the pump, comprising the usual high pressure head 6, connected by a pipe 7 to the main reservoir pipe 2, and the low pressure head 8, having one side of its pressure diaphragm connected by a pipe 9 to a port 10 in the brake valve, and the I opposite or spring side thereof connected by a pipe 11 to the brake valve side of the feed valve pipe 5.
  • the rotary valve seat of the brake valve is provided with train pipe ports 12 and 13, a central exhaust port 14, feed valve port 15 connected with pipe 5, and ports 16 and 17 connected to a pipe 18 and equalizing reservoir 19, as in the usual standard construction.
  • the rotary valve 21 may be provided with through ports 22 and 23, cavities 2 1 and 25 leading to a central exhaust cavity 26, and cavities 27 and 28 for controlling the train pipe pressure in operating the brakes in the usual manner.
  • the rotary valve 21 is also provided with a cavity 29, having a through port opening to the rotary valve chamber and adapted to register with the port 10, leading to the pipe 9 which opens into the chamber at the under side of the low pressure governor diaphragm.
  • the upper face of the low pressure governor diaphragm being subject to fluid under pressure admitted to the train pipe according to the adjustment of the duplex feed valve, and the diaphragm spring being adjusted to a degree equal to the desired difference between noraccording to the degree of train pipe pres- 5 so as to provide the correspondlngly sure, higher main reservoir pressure.
  • the high pressure governor head may control the main reservoir pressure while,
  • port- 10 is closed in service and lap positions but in running and release positions the cavity 29 is arranged to register with the port 1 0, so that the low pressure diaphragm is open to main reservoir pressure and consequently the low pressure governor then controls the action of the pump.
  • Fig. 2 of the drawings is illustrated another construction, the general arrangement of parts being similar to that shown in Fig. 1. In this construction, however, both the high and low pressure diaphragms are in constant open communication on one side to fluid at main reservoir pressure, being connected by a single pipe 31 to the main reservoir pipe 2.
  • the low pressure diaphragm is subject to, and is therefore governed by train pipe pressure as in the first described construction, but in order to cause the governor to act at a high degree of pressure when the brakes are applied a cavity extension 32 to the feed valve port 15 is provided, and in service application and lap positions the through port 22 in the rotary valve 21 registers with the port 32,,so that fluid at main reservoir pressure is then admitted to the pipe 11 and to the spring side of the low pressure diaphragm. Said diaphragm being subject to main reservoir pressure on opposite sides is cut out of action for the time and the pump and main reservoirpressure is governed by the high pressure governor.
  • the brake valve handle should be movedto full release position, fluid at main reservoir presand the feed valve closes, then the pressure sure is supplied to the train pipe by means of the through port 23 in the rotary valve, in the usual manner.
  • the main reservoir pressure which was admitted to the low pressure governor top in the brake application position may remain in the pipe 11 and on the low pressure diaphragm, so that, as in the first described construction, the governor acts at a higher degree of pressure than the train pipe pressure, whereby a higher main reservoir pressure is obtained, which may be supplied to the train pipe to overcharge the same should the brake valve handle remain in full release position long enough.
  • the cavity 27 in the rotary valve connects the feed valve port 15 with the exhaust port 30, so that the excess pressure in the pipe 11 and on the low pressure diaphragm is vented to the atmosphere, the ordinary operation of the feed valve 4 serving to prevent reduction of pressure below the train pipe pressure at which the feed valve may be adjusted.
  • Another feature of my invention resides in providing a warning port for notifying the engineer that the brake valve is in full release position.
  • I employ the port 30, which in full release posit-ion is in communication with the feed valve 4.
  • the port 30 being small, when the feed valve 4 operates by the reduction in pressure in the feed valve pipe to slightly less than the train pipe pressure for which it is adjusted, said feed valve pipe is quickly recharged again reduces by leakage through the port 30, until the feed valve again operates to supply the deficiency. It will thus be seen that continual gradual rise and fall of pressure takes place, thereby causing the flow from the port 30 to the atmosphere to vary in intensity so that the sound varies accordingly, and is thus readily noticed and distinguished by the engineer from the sounds of other escaping fluids.
  • a fluid pressure brake the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject to main reservoir pressure and on the opposite side to fiuid at train pipe pressure and means for relieving fluid pressure excess of train pipe pressure.
  • a fluid pressure brake In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure and an engineers brake valve having means for releasing fluid from the train pipe side of said diaphragm in excess of train pipe pressure.
  • a fluid pressure brake In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure and an engineers brake valve having ports adapted in full release position to release fluid from the train pipe side of said diaphragm in excess of train pipe pressure.
  • a fluid pressure brake the combination with a main reservoir and train pipe, of a duplex pressure governor having two diaphragms subject on one side to main reservoir pressure, and one of said diaphragms being subject on its opposite side to train pipe pressure, and means for releasing fluid under pressure from the train pipe side of said diaphragm in excess of train pipe pressure.
  • a fluid pressure brake the combination with a main reservoir and train pipe, of a duplex pressure governor having two diaphragms subject on one side to main reservoir pressure, and one of said diaphragms being subject on its opposite side to train pipe pressure, and an engineers brake valve having por'ts adapted in full release position of the valve to release fluid under pressure from the train pipe side of said diaphragm in excess of train pipe pressure.
  • a fluid pressure brake the combination with a main reservoir, train pipe and feed valve device, of an engineers brake valve adapted in one position to admit air from the feed valve device to the train pipe, and in another position from the main reservoir, and having a warning port for permitting the escape of air from the feed valve port in the latter position thereof.
  • a fluid pressure brake the combination with a main reservoir, train pipe and feed valve device, of an engineers brake valve having a port for admitting fluid under pressure from the feed valve device to the train pipe in the running position, a port for admitting fluid from the main my hand.
  • a fluid pressure brake the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure, and an engineers brake valve for supplying fluid at main reservoir pressure to said opposite side in one position and for relieving pressure therefrom in another position.
  • a fluid pressure brake the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure, and an engineers brake valve for supplying fluid at main reservoir pressure to said train pipe side of the diaphragm in a brake applied position and for releasing fluid under pressure therefrom in excess of the train pipe pressure in a position for re leasing the brakes.
  • a fluid pressure brake the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure and an engineers brake valve for admitting fluid at main reservoir pressure to said train pipe side of the diaphragm in service and service lap positions and having a port for releasing fluid under pressure therefrom in excess of the train pipe pressure in full release position.
  • a fluid pressure brake the eombination with a train pipe, main reservoir, a pump for compressing air into the main reservoir, and a feed valve device having a train pipe feed passage, of a brake valve adapted to open said train pipe feed passage to the train pipe in one position and to the atmosphere in another position and a pressure governor subject on one side to the pressure in said train pipe feed passage for controlling the pump.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Description

W. V. TURNER. PRESSURE CONTROL APPARATUS FOR FLUID EEEssUEE BRAKES.
APPLICATION FILED FEB. 15, 190B.
1,004,1 10; Patented Sept. 26, 1911.
' 2 SHEETS-SHEET 1.
wnuzsszs 1 mveu'ron Z/Jw VZMu/I/ wax 1 W. V. TURNER. PRESSURE CONTROL APPARATUS FOR FLUID PRESSURE BRAKES. APPLICATION rum) FEB. 15, mos.
1',0O4=,1 10. Pat nted Sept. 26, 1911.
2 SHEETS-SHEET 2.
WITNESSES INVENTOR coLuAmlA PLANOGRAPII CO-,WA5|HNGTON. I). c.
UNITED STATES PATENT OFFICE.
WALTER V. TURNER; OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA. A CORPORATION OF PENNSYLVANIA.
PRESSURE-CONTROL APPARATUS FOR FLUID-PRESSURE BRAKES.
To all whom it may concern:
Be it known that I, l/VAL'rnn V. TURNER, a citizen of the United States, residing at Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Pressure-Gontrol Apparatus for Fluid-Pressure Brakes, of which the following is a specification.
My invention relates to fluid pressure brakes, and more particularly to apparatus adapted to obtain either one of two diflergrees of pressure and thus, as the load on one diaphragm of the pressure governor varies with the train pipe pressure, the maximum main reservoir pressure is regulated to a corresponding degree automatically. If the fluid pressure load on the diaphragm of the ressure governor is increased above tlie train pipe pressure from any cause, such as by leakage of fluid from the main reservoir thereto, for example, the governor head controlled thereby correspondingly increases the maximum degree of main reservoir pressure, and should the brake valve be in full release position, at which fluid at main reservoir pressure is admitted to the train pipe, there is some liability that the train pipe will be charged to an excessive degree of pressure.
It is therefore one object of my invention to provide means in an apparatus of the above character, for relieving excess pressure on the side of the governor diaphragm subject to train pipe pressure.
Another object of my invention is to provide improved means for warning the engineer when the brake valve is in full release position.
In the accompanying drawings; Figure 1 i is a diagrammatic view showing in elevation one form of engine apparatus for obtaining two degrees of working pressure, with my improvement applled thereto; Fig.
Specification of Letters Patent.
Application filed February 15, 1908.
Patented Sept. 26, 1911. Serial No. 416,090.
views, showing the relative position of ports when the above brake valve is respectively in full release and in running positions; and Fig. 6 a face view of the rotary valve for the brake valve employed, with the apparatus illustrated in Fig. 2, showing the location of ports and cavities therein.
According to the construction illustrated in Fig. 1, the engine equipment may comprise an engineers brake valve 1, connected by a pipe 2 with a main reservoir 3, a duplex feed valve 4 of any desired construction adapted to be adjusted for either one of two different degrees of pressure and interposed in a pipe 5, leading from the main reservoir to the brake valve 1, and a duplex pressure governor 20 fpr the pump, comprising the usual high pressure head 6, connected by a pipe 7 to the main reservoir pipe 2, and the low pressure head 8, having one side of its pressure diaphragm connected by a pipe 9 to a port 10 in the brake valve, and the I opposite or spring side thereof connected by a pipe 11 to the brake valve side of the feed valve pipe 5. The rotary valve seat of the brake valve is provided with train pipe ports 12 and 13, a central exhaust port 14, feed valve port 15 connected with pipe 5, and ports 16 and 17 connected to a pipe 18 and equalizing reservoir 19, as in the usual standard construction. The rotary valve 21 may be provided with through ports 22 and 23, cavities 2 1 and 25 leading to a central exhaust cavity 26, and cavities 27 and 28 for controlling the train pipe pressure in operating the brakes in the usual manner. The rotary valve 21 is also provided with a cavity 29, having a through port opening to the rotary valve chamber and adapted to register with the port 10, leading to the pipe 9 which opens into the chamber at the under side of the low pressure governor diaphragm. The upper face of the low pressure governor diaphragm being subject to fluid under pressure admitted to the train pipe according to the adjustment of the duplex feed valve, and the diaphragm spring being adjusted to a degree equal to the desired difference between noraccording to the degree of train pipe pres- 5 so as to provide the correspondlngly sure, higher main reservoir pressure. In order that the high pressure governor head may control the main reservoir pressure while,
the brakes are applied, port- 10 is closed in service and lap positions but in running and release positions the cavity 29 is arranged to register with the port 1 0, so that the low pressure diaphragm is open to main reservoir pressure and consequently the low pressure governor then controls the action of the pump.
The above described construction is similar to that covered in my prior Patent No. 874,260, dated December 17, 1907. According to my present invention, I provide an additional port 30 in the rotary valve seat, which communicates with the atmosphere and is so located that when the rotary valve 21 is in full release position, the cavity 27 in said valve establishes communication between the feed valve port 15 and the port 30. By this means, fluid under pressure in excess of the train pipe pressure is released from pipes 5 and 11 through the port 30, but as soon, as the pressure is reduced to a degree which is slightly less than that at which the feed valve 4 may be adjusted, the further flow of air through the port 30 is compensated for by the opening of the feed valve 4 in the usual manner.
In Fig. 2 of the drawings is illustrated another construction, the general arrangement of parts being similar to that shown in Fig. 1. In this construction, however, both the high and low pressure diaphragms are in constant open communication on one side to fluid at main reservoir pressure, being connected by a single pipe 31 to the main reservoir pipe 2. The low pressure diaphragm is subject to, and is therefore governed by train pipe pressure as in the first described construction, but in order to cause the governor to act at a high degree of pressure when the brakes are applied a cavity extension 32 to the feed valve port 15 is provided, and in service application and lap positions the through port 22 in the rotary valve 21 registers with the port 32,,so that fluid at main reservoir pressure is then admitted to the pipe 11 and to the spring side of the low pressure diaphragm. Said diaphragm being subject to main reservoir pressure on opposite sides is cut out of action for the time and the pump and main reservoirpressure is governed by the high pressure governor. If, after the brakes are applied, the brake valve handle should be movedto full release position, fluid at main reservoir presand the feed valve closes, then the pressure sure is supplied to the train pipe by means of the through port 23 in the rotary valve, in the usual manner. The main reservoir pressure which was admitted to the low pressure governor top in the brake application position may remain in the pipe 11 and on the low pressure diaphragm, so that, as in the first described construction, the governor acts at a higher degree of pressure than the train pipe pressure, whereby a higher main reservoir pressure is obtained, which may be supplied to the train pipe to overcharge the same should the brake valve handle remain in full release position long enough.
By means of my invention, when the brake valve handle is moved to full release position, the cavity 27 in the rotary valve connects the feed valve port 15 with the exhaust port 30, so that the excess pressure in the pipe 11 and on the low pressure diaphragm is vented to the atmosphere, the ordinary operation of the feed valve 4 serving to prevent reduction of pressure below the train pipe pressure at which the feed valve may be adjusted.
Another feature of my invention resides in providing a warning port for notifying the engineer that the brake valve is in full release position. For this purpose I employ the port 30, which in full release posit-ion is in communication with the feed valve 4. The port 30 being small, when the feed valve 4 operates by the reduction in pressure in the feed valve pipe to slightly less than the train pipe pressure for which it is adjusted, said feed valve pipe is quickly recharged again reduces by leakage through the port 30, until the feed valve again operates to supply the deficiency. It will thus be seen that continual gradual rise and fall of pressure takes place, thereby causing the flow from the port 30 to the atmosphere to vary in intensity so that the sound varies accordingly, and is thus readily noticed and distinguished by the engineer from the sounds of other escaping fluids.
Having now described my invention, what I claim as new and desire to secure by Letters Patent is 1- 1. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject to main reservoir pressure and on the opposite side to fluid at train pipe pressure and means for relieving excess pres sure on the train pipe side of the diaphragm.
2. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject to main reservoir pressure and on the opposite side to fiuid at train pipe pressure and means for relieving fluid pressure excess of train pipe pressure.
3. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure and an engineers brake valve having means for releasing fluid from the train pipe side of said diaphragm in excess of train pipe pressure.
4. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure and an engineers brake valve having ports adapted in full release position to release fluid from the train pipe side of said diaphragm in excess of train pipe pressure.
5. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a duplex pressure governor having two diaphragms subject on one side to main reservoir pressure, and one of said diaphragms being subject on its opposite side to train pipe pressure, and means for releasing fluid under pressure from the train pipe side of said diaphragm in excess of train pipe pressure.
6. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a duplex pressure governor having two diaphragms subject on one side to main reservoir pressure, and one of said diaphragms being subject on its opposite side to train pipe pressure, and an engineers brake valve having por'ts adapted in full release position of the valve to release fluid under pressure from the train pipe side of said diaphragm in excess of train pipe pressure.
7. In a fluid pressure brake, the combination with a main reservoir, train pipe and feed valve device, of an engineers brake valve adapted in one position to admit air from the feed valve device to the train pipe, and in another position from the main reservoir, and having a warning port for permitting the escape of air from the feed valve port in the latter position thereof.
8. In a fluid pressure brake, the combination with a main reservoir, train pipe and feed valve device, of an engineers brake valve having a port for admitting fluid under pressure from the feed valve device to the train pipe in the running position, a port for admitting fluid from the main my hand.
reservoir and a warning port for permitting the escape of air from the feed valve port, in full release position.
9. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure, and an engineers brake valve for supplying fluid at main reservoir pressure to said opposite side in one position and for relieving pressure therefrom in another position.
10. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure, and an engineers brake valve for supplying fluid at main reservoir pressure to said train pipe side of the diaphragm in a brake applied position and for releasing fluid under pressure therefrom in excess of the train pipe pressure in a position for re leasing the brakes.
11. In a fluid pressure brake, the combination with a main reservoir and train pipe, of a pressure governor having a diaphragm subject on one side to main reservoir pressure and on the opposite side to train pipe pressure and an engineers brake valve for admitting fluid at main reservoir pressure to said train pipe side of the diaphragm in service and service lap positions and having a port for releasing fluid under pressure therefrom in excess of the train pipe pressure in full release position.
12. In a fluid pressure brake, the eombination with a train pipe, main reservoir, a pump for compressing air into the main reservoir, and a feed valve device having a train pipe feed passage, of a brake valve adapted to open said train pipe feed passage to the train pipe in one position and to the atmosphere in another position and a pressure governor subject on one side to the pressure in said train pipe feed passage for controlling the pump.
In testimony whereof I have hereunto set WALTER V. TURNER.
Witnesses:
War. M. CADY, EDITH B. MACDONALD.
Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C.
US41609008A 1908-02-15 1908-02-15 Pressure-control apparatus for fluid-pressure brakes. Expired - Lifetime US1004110A (en)

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