US1339680A - Remote-control brake equipment - Google Patents

Description

' w. v'. TURNER. REMOTE CONTROL BRAKE EQUIPMENT.

APPLICATION FILEE SEPT.30, l9I8.

1,339,680, i Patented May 11,1920.

INVENTOR WclreN/ Turner UNITED STATES PATENT OFFICE.

WALTER V. TURNER, OF WIIJKINSIBURG, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

REMOTE-CONTROL BRAKE EQUIPMENT.

Application filed September 30, 1918.

My invention is adapted to be employed more particularly in connection with a system 1n which the tIZLlIL is brought to a loading platform under the control of the usual engineer and is then stopped by cutting off the power and applyingthe brakes through the automatic operation of a track trip, such as heretofore employed in connection with automatic train control systems and which forms no part of my present invention.

After the train has been brought to a stop, the cars are loaded from a chute, and

in order to evenly distribute the load throughout-the length of each car, the train is shifted a few feet at a time, as sections of the car become filled.

This operation is effected by alternately applying the brakes and cutting off the power, and releasing the brakes and applying the power, under the control of an operator located in a tower and without the necessity for anyaction on the part of the engineer on the train.

The principal object of my invention is to provide means controlled from a remote point whereby the brakes on both the locomotive and train are first applied, then the brakes on the train are released while the brakes on the locomotive are held applied,

and finally the brakes on the locomotive are released. I

By providing means for effecting the above operation, the loading of the traincan.

brakes permits of the recharging of the train brake system,'sov that a promptapplication of the brakes can besecuredwhen the train is to be again brought to astop.v

In the accompanying drawing, the single Specification of Letters Patent.

Patented May 11, 1920.

Serial No. 256,158.

figure is a diagrammatic view, mainly in section, of a fluid pressure brake equipment, embodying my invention.

As shown in the drawing, the brake equipment may comprise a triple valve device. 1, a brake cylinder 2, a brake valve 3, a main reservoir 4, and an electrically controlled brake application valve device 5.

The triple valve device 1 may comprise the usual casing having a piston chamber 6,

connected to the brake pipe 7 and containing piston 8, and a valve chamber 9 connected to auxiliary reservoir 10 and containing main slide valve 11 and auxiliary valve 12 adapted to be operated by piston 8.

The brake application valve device 5 may comprise a casing, having a piston chamber 13 containing piston 14, and a valve chamber 15, containing a slide valve 16. For controlling the operation of the application valve device, a magnet 17, having its circuit controlled from a remote point, is

provided, and the magnet is adapted to op-,

erate a double beat valve 18 for venting fluid from piston chamber 13 of the brake application valve device 5.

The brake valve device 3 may comprise the usual casing having a valve chamber 19 containing a rotary valve 20 adapted to be operated by handle 21.

In operation, with the brake valve in running position, as shown in the drawing, and the magnet 17 energized, the double beat valve closes communication from piston chamber 13 through passage 22 and opens communication from a timing reservoir 23 through pipe 24 and passage 25 to an atmospheric exhaust port 26.

Fluid under pressure 1s supplied from the main reservoir 4 throughpipe 27, feed valve 28, and passage 29 to valve chamber 15 of the brake application valve device 5, and

equalizing into piston chamber 13', through port 30 1n piston 14, the spring 31 forces tion,, fluid under pressure is now supplied to the brake pipe 7 through port 35 and passage 36, thus charging the brake system on the train and the piston chamber 6 of the triple valve device 1 on the locomotive with fluid under pressure.

The triple valve piston 8 being moved to release position, fluid flows from piston chamber 6 throu h the usual equalizing port 37 to valve cham er 9 and the auxiliary reservoir 10.

In the release position of the slide valve 11, the brake cylinder 2 is not connected directly to the exhaust,but for apurpose to be hereinafter described, is connected to the exhaust port 26 controlled by double beat valve 18, through pipe 38, passage 39, cavity 40, passage 41, pipe 42, timing reservoir 23, pipe 24, and passage 25. It will thus be seen that normally, with the magnet 17 energized, the brake cylinder 2 on the locomotive is connected to atmospheric exhaust port 26.

When the train has been brought to the loading platform under the usual control of the engineer, the magnet 17 is deenergized by the operation of a track trip controlled by an operator in a tower.

The double beat valve 18 is then operated to cut oif the exhaust passage 26 from the timing reservoir 23 and open communi cation, through passage 22, from piston chamber 13 to passage 25 and the timing reservoir 23.

The timing reservoir being now at atmospheric pressure, fluid is vented from pis ton chamber 13 to said reservoir, causing the fluid pressure in valve chamber 15 to shift piston 14 to application position, in which slide valve 16 connects passage 43 leading to brake pipe 7, through cavity 44 with passage 45, leading to brake cylinder pipe 38. Fluid under pressure is therefore vented from the brake pipe 7 to the brake cylinder- 2, causing a reduction in brake pipe pressure and the application of the brakes on the train and the movement of the triple valve piston 8 on the locomotive to emergency application position, in which fluid is supplied from the auxiliary reservoir 10 to the brake cylinder through port 46.

The train is thus automatically brought to a stop at the loading platform under the control of the operator in the tower.

While a section of a car is being loaded from a chute at the loading platform, the timing reservoir 23 becomes charged with fluid under pressure, flowing from valve It will be noted that while the slide valve 16 is in application position, the passage 32 is cut off from valve chamber 15, so that fluid at this time will not be supplied by the brake valve 3 to the brake pipe, even though the brake valve is in running position, but as soon as the slide valve 16 is returned to release position, the passage 32 is again uncovered, so that fluid is supplied from the main reservoir to the rotary valve chamber 19 of the brake valve 8, and thence flows through port 35 and passage 36 to the brake 91 e 1 The brake pipe pressure is thus increased, so as to effect the release of the brakes on the train, but on the locomotive, the magnet 17 being still held deenergized, while the locomotive triple valve piston 8 will be shifted to release position, by the increased brake pipe pressure, the brakes on the locomotive will be held applied, since the passage 25 is cut off from the exhaust passage 26.

The holding of the brakes applied on the locomotive is suiiicient for the purpose of holding the train after the train has been brought to a stop, while releasing the brakes on the train, permits of recharging the brake system, in readiness for another application of the brakes, as well as providing for a prompt release when it is desired to again move the train, since only the locomotive brakes have to be released.

When it is desired to shift the train a few feet, so as to load another section of the car from the chute, the tower operator effects the energization of magnet 17 and the application of power to the electric locomotive which hauls the train.

As soon as the magnet 17 is energized, the passage 25 is connected to the exhaust port 26 and fluid is released from the locomotive brake cylinder 2 through pipe 38, passage 89, cavity 40, passage 41, pipe 42, timing reservoir 23, pipe 24, and passage 25.

Upon movement of the train a few feet to the desired point, the tower operator causes the magnet 17 to be deenergized'and the power to be cut off from the electric locomotive, so that the brakes are again applied on the locomotive and train to bring the train 7 to a stop in the same manner as hereinbefore described.

A check valve 47 is interposed in pipe 42 so as to prevent a possible reapplication of the brakes on the train when the locomotive triple valve is shifted to release position and Y in case the brake cylinder pressure should j happen to be lower than the pressure in the tnnlng reservoir, due to excessive leakage i from the brake cylinder. chamber 15 through port 30 in piston 14 to At the same time, the pressure in the brake cylinder maybe maintained against leakage by providing a restricted port 48 around the check valve 47, so that fluid to compensate for leakage is supplied from the main reservoir through port 30 in piston 14 and the timing reservoir 23 to the locomotive brake cylinder 2.

The check valve 4L7 also prevents excessive loss of fluid in case the brake cylinder pipe 38 becomes ruptured.

A check valve 49 is interposed in pipe 38, so that back flow from the brake cylinder to the brake pipe is prevented, in case the magnet 17 becomes deenergized while the brakes are applied on the train through the operation of the brake valve 3, since the deenergization of magnet 17 will cause the movement of slide valve 16 to connect the brake cylinder with the brake pipe, and without a check valve in the pipe 38, fluid from the brake cylinder could flow to the brake pipe and thus increase the brake pipe pressure, thereby tending to release the brakes, when not intended.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is 2- 1. In a fluid pressure brake, the combination with a brake pipe for controlling the brakes on the train and a brake equipment for controlling the brakes on the locomotive of means controlled from a remote point for varying the brake pipe pressure to apply the brakes on the locomotive and train and for holding the brakes applied on the locomotive while releasing the brakes on the train.

2. In a fluid pressure brake, the combination with a brake equipment for controlling the brakes on the locomotive, of means controlled from a remote point for effecting an application of the brakes on the locomotive and train and for then holding the brakes applied on the locomotive while releasing the brakes on the train.

3. In a fluid pressure brake, the combination with a brake equipment on the locomotive for effecting an application of the brakes on the locomotive and train, of means operative automatically after the brakes have been applied for releasing the brakes on the train While the locomotive brakes are held. applied.

4. In a fluid pressure brake, the combination with brake equipment on the locomotive adapted to be controlled from a remote point for effecting an application of the brakes on the locomotive and train, of means for automatically effecting the release of the brakes on the train while the brakes on the locomotive are held applied.

5. In a fluid pressure brake, the combination with a brake pipe, a valve device on the locomotive operated upon a reduction in brake pipe pressure foreffecting an application of the brakes on the locomotive, and an application valve device for effecting a reduction in brake pipe pressure and the application of the brakes on the locomotive and train, of means electrically controlled from a remote point for operating said application valve device and adapted to control the release of the locomotive brakes and means for automatically releasing the train brakes.

6. In a fluid pressure brake, the combination with a brake application valve device having a piston subject on one side to fluid pressure and provided with a restricted port connecting opposite sides of the piston, a brake cylinder, a timing reservoir, a triple valve device for connecting the brake cylinder with the timing reservoir in release position, and a check valve for preventing back flow from the reservoir to the brake cylinder, and having a restricted port for permitting flow around said check valve, of means for connecting the timing reservoir with an exhaust port in one position and with said piston in another position.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER.

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