US1626919A - Railway braking apparatus - Google Patents

Description

May 3 1927.

J. P. COLEMAN RAILWAY BRAKING APPARATUS Filed Dec. 31. 1924 a INVENTORI g R MM 4 6 Q; 2' W Patented May 3, 1927.

UNITED STATES PATENT OFFICE.

JOHN P. COLEMAN, F EDGEWOOD BOROUGH, PENNSYLVAN1A, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORA- TION OF PENNSYLVANIA.

RAILWAY BRAKING APPARATUS.

Application filed December 31, 1924. Serial No. 759,209.

My invention relates to railway braking wardly and the corresponding rod 7 'is apparatus, and particularly to apparatus of the type comprising trackway mechanism adapted to engage part of arailway vehicle.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawing, Fig. 1 is a view, partly diagrammatic, showing one form of braking apparatus embodying my invention. Fig. 2 is a vertical sectional view along line IIII of Fig. 1.

Similar reference characters refer to similar parts in both views.

Referring tothe drawing, the reference characters 1 and 1 designate the track rails of a railway traclt. These rails are supported, as usual, upon cross ties 2, here shown as I-beams ofsteel.

Each of these rails is provided with bra-k.-

ing apparatus comprising a pair of longitudinal ly extending members 3 and 4 lo cated on opposite sides of the rail. Associated with members 3 and4 are brake bars 3 and 4 respectively, adapted to engage the -opposlte faces of a wheel W of a railway vehicle as best illustrated in Fig. 2. Coil springs 5 are interposed between each brake bar 3 and 4 and the associated members 3 and 4 to limit the mechanical pressure of the brakes against the wheels to that which the springs transmit.

Means are provided for moving the brake bars toward and away from the associated rails. As here shown, this means comprises a plurality of drive rods 6 extending transversely with respect to the track rails, and rigidly attached to each member 3. Associated with each drive rod 6 is a second drive rod 7 extending parallel with respect to rod 6 and rigidly connected with each member 4. One end of each rod 6 is provided with a rack 6 and one end of each rod 7 is provided with a similar rack 7. The rods 6 and 7 are arranged in pairs, and the racks 6 and 7" of each such pair mesh with a gear 8 pivotally supported by a vertical spindle 9, and provided with a lever 8. Rollers 10 prevent the racks from springing out of mesh with the associated gear 8. It will be plain that when the upper end of a lever 8 is thrown to the left, the corresponding gear 8 is rotated counter-clockwise, so that the associated rod 6 is moved downmoved upwardly, as viewed in Fig. 1. The upper end of each lever 8 is pivotally connected with a longitudinally extending driving link 11, and it therefore follows that when link 11 is moved to the left, the brake bars i'or each rail are moved into their braking positions, i. e., toward the associated rail, and when the linle 11 is restored to its right-hand position the bars are movedaway from the associated rail into their release positions. Springs 5 are permanently compressed to the desired-amount for. limiting braking effect by stay bolts 60 that also serve as a medium for withdrawing brake bars 3 and 4 when members 3 and 4 are withdrawn from braking position.

The link 11 is operated by a fluid pressure motor device comprising a cylinder A having a piston 14 therein. The piston 14'is connected, by means of a piston rod 13, and a link 12 with the extended end of one of the levers 8 and hence with link 11.

The supply of fluid pressure, usually compressed air, to the cyiinder A is controlled by main air valves 27, 30, 33 and 35, which main valves are in turn controlled by three electromagnetic pilot valves R, P and N. Each of these pilot valves comprisesa valve body 18 having a valve device 19 therein controlled by a magnet winding 17. The valve 19 is biased to its upper position by a spring 20 and when in such upper position connects pipe 22 with atmosphere through port 21. When magnet 1-7 is energized, the

valve 19 moves downward against the bias exerted by spring 20, and pipe 22 is disconnected from atmosphere and connected with a source of fluid pressure, not shown in the drawing, through pipe 38.

The main air valves are located in a valve body 39. This body contains a cylinder having a reciprocable piston 24 therein. The upper side of this piston is subjected to the pressure in pipe 22 of valve R. Carried by piston 24 is the main valve 27 biased to a clo:ed position by a coil spring 28. When valve R is de-energized, then, piston 24 and valve 27 are in their upper positions and port 37 is disconnected from port and pipe 15 leading to th right-hand end of cylinder A. If, however, valve R is energized, valve 27 isopened so that fluid pressure flows from pipe 38, through port 37, valve 27 port 25, and pipe 15 to cylinder A, thereby driving piston 14 to the left and forcing the brake bars toward the rails.

The valve body 39 also contains a piston 29, which is controlled by valve P and which in turn controls the main? air valve 30 adapt ed to at times connect port 25 with atmosphere through port 31. When valve P is deenergized, and valve 27 is closed, piston 29 and valve 30 move into their lower positions under the influence of gravity. When valve 1 is energized, the upper side of piston 29 is exposed to the pressure from pipe 22. Since the area of piston 29 is greater than that of valve 30, the valve 30 will be moved downwardly even if valve 27 is open, and communication between ports 25 and 31 will thus be interrupted.

In similar manner valve N controls the pressure applied to the upper side of a piston 32 reciprocable in valve body 39 and controlling the two main air valves 33 and 35. A spring 36 biases the piston and the valves controlled thereby to their upper positions, in which pipe 16, leading to the left-hand end of cylinder A, is connected with atmos phere through port 40, valve 33 and port 34. hen valve N is energized pressure from pipe 22'forces piston 32 downward, closing valve 33 and opening valve 35, thus supplying fluid pressure to the left-hand end of cylinder A through port 37, valve 35, port 40, and pipe 16. It should be noticed that due to the size of the piston rod 13, the area over which this pressure is effective upon piston 14 is comparatively small. The force exerted upon the piston and the brake mechanism to withdraw the braking bars from the braking position is therefore comparatively small. The purpose of this feature is to avoid the waste of compressed air energy that would result were the piston rod not thus enlarged and a nearly equal area of piston used for both brake application and release.

Under certain conditions it is desirable to operate braking apparatus of the type here described, from a point remote from the apparatus, as in the case where a number of sets of apparatus are to be controlled from a single station. If the control valves be located at the control station and the pipes 15 and 16 run to the trackway apparatus, the excessive quantity of air required would make the expense of this purely pneumatic control almost prohibitive; furthermore, the inertia of the large amount of air in pipe lines, etc., would make the functioning of the apparatus sluggish and uncertain; and condensation from the lar e'air volume entailed would result in unreliability of operation.

I therefore prefer to locate the control valves adjacent the cylinder A, and to control these valves electrically from a remote point such as a control cabin H. For this purpose it provide, at point H, two manually operable contact levers 45 and 47. Associated with lever 45 is a fixed contact 46, and lever 47 is adapted to be moved into engagement with either of two fixed contacts 48 or 49. lVhen contact 4546 is closed magnet 17 of valve P is energized by current from a suitable source of energy such as a battery 50; when contact 4748 is closed magnet 17 of valve R is energized; and when contact 4749 is closed magnet 17 of valve N is energized. The circuits for these windings will be understood from the drawing.

In order that the operator at H may be constantly informed concerning the actual pressure in cylinder A, and hence of the braking force exerted by the apparatus, I provide a remote indicating pressure gauge of suitable type, such 'as the Bristol gauge. This instrument comprisees a measuring element 41 located at the cylinder and responsive to the pressure in the right-hand end of cylinder A, and an indicating element 43 located at the point H and connected with the element 41 by wires 42. The element 43 indicates at any instant the actual pressure in the right-hand end of cylinder A. This or any other commercial device for recording pressure at a distance electrically may be used.

In explaining the operation of the apparatus I will assume that a railway vehicle is moving through the stretch of track shown in the drawing and that the braking apparatus is in the illustrated position, that is, contacts 4546, 47 -48 and 47 49 are all open, valves R, P and N are all de-energized, the braking apparatus is in the release position, and fluid pressure is disconnected from both ends of cylinder A.

If the operator at H wishes to apply the brakes, he first closes contact 4546, energizing valve P and closing valve 30. He then closes contact 47-48, thereby opening valve R, which-in turn opens valve 2} so that fluid pressure is gradually'supplied to the right-hand side of cylinder A. This pressure moves the braking bars 3, 4 into engagement with the wheels of the vehicle as explained hereinbefore. The pressure in the cylinder at any instant is indicated on gauge 43. When the desired pressure is attained, the operator opens contact 47-48. Should the operator desire to reduce the braking pressure he opens contact 4546, thereby de-energizing valve P and allowing a portion of the fluid in the cylinder A to vent to atmosphere through valve 30. This reduction in pressure may be stopped at any time by reclosing contact 4546.

It is plain from the foregoing that with my invention an operator located at a point remote from the braking apparatus may control the braking pressure accurately and instantaneously.

When the operator wishes to restore the apparatus to the release position, he opens contact 45-46, reducin the pressure in the right-hand side of cylin er A to atmospheric pressure, and closes contact 4749. The resulting energization of valve N operates valve 35 to supply fluid pressure to the lefthand side of cylinder A, thereby driving piston 14 to the right and restoring the braking apparatus to the release position. The operator subsequently opens contact IP-49, which de-energizes valve N opens valve 33, and, valve 35 being close vents the left-hand side of cylinder A to atmosphere to restore the apparatus to its normal condition.

I do not claim as my invention any of the braking apparatus controlled by the motor device A, my invention being limited to means for controlling the supply of operating energy to this motor from a distant point and indicating at such distant point the amount of energy thus supplied.

Although. I have herein shown and described only one form of braking apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway braking apparatus comprising a brake bar in the trackway, a cylinder, a piston in said cylinder operatively connected with said brake bar, a first main valve normally closed and arranged when opened to admit air to one end of said cylinder to move said brake bar into engagement with a part of a vehicle, a first pilot valve for controlling said first main valve, a second main valve normally open to connect the said end of the cylinder to atmosphere, a second pilot valve for controlling said second main valve, a third main. valve normally closed and'arranged when opened to admit air to the other end of said cylinder to release the brake bar, a third pilot valve'for controlling said third main valve, and electrical means for controlling said pilot valves from a distant point.

2. Railway braking apparatus comprising a brake bar located in the trackway, fluid pressure mechanism for moving said bar into engagement with a part of a railway vehicle, means adjacent said mechanism for controlling the force applied in such motion, means locatedat a point remote from such brake bar for controlling said first means, and means for indicating the condition of said first means.

3. Railway braking apparatus comprising abrake bar located in the trackway, a cylinder, a piston in said cylinder for moving said bill into engagement with a partof a railway vehicle, a valve adjacent said cylinder for controlling the supply of fluid pressure to such cylinder, means located at a point remote from said cylinder for operating said valve, and means located at said remote point for indicating the pressure in said cylinder.

4'. Railway braking apparatus comprising a brake bar located in the trackway, a cylinder, a piston operatively connected with said brake bar, a valve located adjacent said cylinder for supplying fluid pressure there to, means located at a point remote from said cylinder for accomplishing substantially instantaneous operation of said valve, and means located at such remote point for indicatingthe actual pressure in the cylinder at an instant.

5. ailway braking apparatus comprising a braking bar located in the trackway, a cylinder, a piston operatively connected with said brake bar, a valve located adjacent said cylinder for supplying fluid pressure thereto, means located at a point remote from said cylinder for controlling the pressure supplied to said cylinder by operating sazd valve, and means at such remote point for indicating the actual pressure in said cylinder at any instant.

6. Railway braking apparatus comprising a brake bar located in the trackway, a cylinder, a piston in said cylinder for moving said bar into engagement with a part of a railway vehicle, a plurality of valves adjacent said cylinder for controlling the supply of fluid pressure thereto, manually operable means located at a point remote from said cylinder for controlling said valves, and means located at such remote point for constantly indicating the actual pressure in said cylinder.

7. Railwaybraking apparatus comprising a brake bar located in the trackway, a cylinder, a piston in said cylinder for moving said bar into engagement with a part of a railway vehicle, a valve adjacent said cylinder for controlling the supply of fiuid pressure to such cylinder, a manually operable circuit controller located at a point re mote from said cylinder for controlling such valve, and means located also at such remote point for constantly indicating the actual pressure insaid cylinder. I

8. Railway braking apparatus comprising a brake bar located in the trackway, a cylinder, a piston in said cylinder tor moving said bar into engagement with a part of a railway vehicle, a first valve for at times admitting fluid pressure to said cylinder, a second valve for at times connecting said cylinder with atmosphere, said first and seca brake bar located in the trackway, a cylinder, a piston in said cylinder and operatively connected with said brake bar, a first valve for at times adn'iitting fluid pressure to said cylinder on one side. of the piston to drive the piston in one direction, a second valve for at times discharging such pressure to atmosphere, a third valve for at times admitting fluid to said cylinder on the other side of said piston to drive the piston in the opposite direction, and means located ata point remote from said cylinder for selectively operating said valves.

10. Railway braking apparatus comprising a brake bar located in the trackway, a cylinder, a piston in said cylinder and operatively connected with said brake bar, a first valve for at times admitting fluid pressure to said cylinder on one side of the piston to drive the piston in one direction, a second valve for at times discharging such pressure to atmosphere, a third valve for at times admitting fluid to said cyl'nder on the other side of said piston to drive the piston in the opposite direction, and manually operable means located at a point remote from said cylinder for selectively operating said valves.

11. Railway braking apparatus comprising a brake bar located in the trackway, a cylinder, a piston in said cylinder and oper-. atively connected with said brake bar, a first valve for at times admitting fluid pressure to said cylinder on one side of the piston to drive the 'piston in one direction, a second valve for at times discharging such pressure to atmosphere, a third valve for at times admitting fluid to said cylinder on the other side of said piston to drive the piston in the opposite direction, and manually operable means for selectively operating said valves. 12. Railway braking apparatus comprising a braking bar located in the trackway, a fluid pressure motor for moving said bar into engagement with a part of a railwayvehicle, means for supplying fluid to said motor, means located at a point remotefrom said braking bar for varying the pressure of the fluid so supplied to the motor, and means located also at said remote point for indicating the actual fluid pressure in said motor.

13. Railway braking ap aratus comprising a brake bar in the tracfiway, a cylinder, a piston in said cylinder operatively con nected with said brake bar, a first main valve normally closed and arranged when opened to admit air to one end of said cylinder to move said brake bar into engagement with a part of a vehicle, a second main valve normally open to connect the said end of the cylinder to atmosphere, & third main valve normally closed and arranged when open to admit air to the other end of said cylinder to release the brake bar, pneumatic devlces for opening the first and third main valves and closing the second mam valve, pilot valves for controlling said pneumatic devices, and electrical means for controlling said pilot valves from a distant point.

14. Railway braking apparatus comprising abrake bar in the trackway, a cylinder, a piston in said cylinder operatively connected with said brake bar, a first main valve normally closed and arranged when opened to admit air to one end of said cylinder to move said brake bar into engagement with a part of a vehicle, a second main valve normally open to connect the said end of the cylinder to atn'iosphere, a third main valve normally closed and arranged when open to admit air to the other end of said cylinder to release the brake bar, a first pneumatic device arranged when supplied with air to open said first main valve, a second pneumatic device arranged when supplied with air to close said second main valve, a third penumatic device arranged when supplied with air to open said third main valve, three normally de-energized electro-pneumatic pilot valves arranged when energized to supply air to said first, second and third pneumatic devices respectively, and means located at a distant point for energizing said first and second pilot valves or said third pilot valve.

15. Railway braking apparatus comprising a brake bar in the trackway, a cylinder, a piston in the cylinder operably connected with said bar, a first valve for supplying fluid pressure to said cylinder to move sa d bar into engagement with a part of a railway vehicle, a second valve for connecting said cylinder with atmosphere, and manually operable means for operating said valves 1ndependently.

16. Railway braking apparatus comprising a brake bar in the trackway, a cylmder. a piston in the cylinder operably connected with said bar, a first valve for supplying fluid pressure to said cylinder to move sa d bar into engagement with a part of a railway vehicle, a second valve for connecting said cylinder with atmosphere, and manually operable means located at a point remote from said cylinder for operating said valves independently.

17. Railway braking'apparatus comprising a brake bar located in the trackway for engagement with part of a veh1cle, a pneumatic motor for operating said brake bar, main air valves for supplying air to and exhausting air from said motor, pilot valves for controlling said main air valves, and electrical means for controlling said pilot valves from a distant point.

In testimony whereof I affix my signature.

JOHN P. COLEMAN.

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