US1906156A

US1906156A - Compressed air brake with stage braking

Info

Publication number: US1906156A
Application number: US442611A
Authority: US
Inventors: Hotz Wilhelm
Original assignee: Individual
Current assignee: Individual
Priority date: 1930-04-08
Filing date: 1930-04-08
Publication date: 1933-04-25
Anticipated expiration: 1950-04-25

Description

April 25, 1933. w. HoTz 1,905,155

COMPRESSED AIR BRAKE WITH STAGE BRAKING Filed April 8, 1930 2 Sheets-Sheet 1 April 25, 1933.l W. HOTZ coMPREssED AIR BRAKE WITH STAGE BRAKING Filed April 8, 1930 2 Sheets-Sheet 2 Patented Apr. 25, 1933 UNITED STATES WILHELM HOTZ, F BASEL, SWITZERLAND comrnnssnn Ain BRAKE WITH STAGE BRAKING `AppIication led Api-i1 8, 1930. ySerial No. 442,611.

m provided on the railway car coming into contact lwith stops.

The object of the present invention is to eliminate the disadvantages of known systems by providing an improved apparatus in 15 which the braking action comes into operation in stages but at an adjustable speed and with an adjustable force. A Vfurther object of the invention is to provide improved means by which the emergency arrangement 2 is disengaged automatically when the engineer effects the braking operation. Y The installation according to the invention also has the further advantage that the emergency brakeis brought into operation automatical- 25 ly when the engineer by reason of accident,

ill health or death etc. loses control of the train and no longer controls the brake arrangement. j

In the accompanying drawings an exam- 3 ple of construction is illustrated diagrammatically in Figs. 1 and 1a.

Figs. 2 `and 3 show the controlling valve in sectional elevation and in a top view respectively Figs. 4 and 5 show in sectional elevation and in a cross-sectionV the auxiliary valve.

In the underframe 1 of the vehicle a roller 2 is vertically movableA in suitable guides by means of bearings. The said roller 2 is 4 mounted in such a position that it can run on a brake actuating cam rail 3 mounted inthe track.- The rail 3 is adjustable vertically to cause the roller-2to move upward in the guides 1 when running on said l 45 rail. The bearing of the roller 2 is connected by a link parallelogram 4, 5 to a stationary in 6 oi the underframe. A spring 7, connected to the `members 5, tends to press the roller 2 downwardly.` The parallelogram is 0 connected by means of a rod 8 to the arm 9 pipe) and the drivers brake valve (26) to of a cock 10 of a compressed air pipe 11. The pipell is connected to the pipe 12, which pipe is connected to the compressed air supply pipe of the. train. The brake mechanism shown is of the Well known Westinghouse .55 type, and istherefore not described in detail.

To the pipe 11 is connected the lower end of a cylinder 14 provided with two

chambers

15 and 16 separated by a partition provided with a restricted opening 17. TheV lower 60 chamber 16 is partly iilled with a liquid.

In the VVlower chamber 16 is provided a coiled spring 18 of which one end bears against the partition and the other end against a piston 19 having a rod 20. The spring 18 tends to press the piston 19 downwardly and to'hold it in the position shown in the drawings. 1

The upper portion of the piston rod 20 has a rack engaging a toothed wheel 21, the latter being rigidly connected to a rotary valve disk 23 which controls the air outlet openings 28 of a casing v22. The latter is connected by a compressed air pipe 25 (main the compressed air brake installation 27 of the train. The rotary valve 23 is provided with slots 28 of unequal length and unequal radial distance. When the rotary valve 23 is turned,air passes out of slots 29 of casing 22 and therefore out of the pipe 25 and `thus further out of the brake arrangement 27 of the train. The outflow of air and hence also the braking action is effected in stages because the airV escape is interrupted except when the different air outlet openings 28 register with and pass over their corresponding slots 29. The actuation movement of the `brake blocks therefore is interrupted for short intervals a number of times, and in this '90 manner the usual braking operation effected by hand (balancing'the compressed "air in the main pipe) is imitated. Y

To the valve 26 are connected in known manner the cylinders 30 serving to adjust the brake blocks.

There is also provided a further cylinder 31, the piston rod 32 of which by means of a lever`33 and links 34 secured to the bearing of the roller 2, can raise'the bearings ofthe 1100 roller 2 and thus move said roller out of its position in readiness for operation. The discharge of compressed air by the valve 26, causes the cylinder 31 to operate elements 32, 35 and thereby raise the roller as will be understood. It the engineer by means of the brake valve 26 applies the brakes of the train the arrangement 11-25 does not come into operation because owing to the position of the brake valve 39 the, connection between the

pipes

12 and 11 is interrupted.

The connection of thisauxiliary device 14 to valve 29 is effected for example in the case of the Westinghouse drivers brake valve 26 by means of the pipe 12 which is attached at the existing blind socket member 50 adjacent the usual pressure regulator. Said valve is also attached to theV air tank 27L as usual. On the drivers brake valve 26 of the Westinghouse rapid brake there is in accordance with this invention made a modiiication by which the pipe 12 also communicates with the main air tank 27b by the pipes 27, when the handle 51 of the valve 26 moves within its filling position, denoted by the numbers I, Il (Fig. 3). This modification consists in that opening 33 (which in the standard construction of the Vestinghouse valve is only a circular port) is converted into an elongated slot, as shown, so that the pipe 12 through the connection 50 and hence also the whole auxiliary device according to this invention communicates with the supply mains of compressed air of the installation throughout the period in which the engineer moves the handle 51 of valve 26 between the limits I, II. The said communication is interrupted as soon as handle 51 is moved into the braking position ITI of valve 26, or into the emergency position IV-V, because the slot 53 is then out of communication with the pipe 12.

Between the pipe 12 and the pipe 11 there is provided a by-pass pipe 38 itted with a valve 39, which is normally held in closed position by a suitable spring (not shown). Said valve may be actuated manually by means of a hand lever 40 and a pedal 41. This arrangement serves as a substitute for the socalled dead mans lever. Tf the engineer releases the lever 40 and pedal 41 for any reason the by-pass pipe 38 is opened, compressed air from the pipe 12 passes into the cylinder 14 and the brakes of the vehicle and thus of the train are then applied automatically by the piston 19, cylinder 14, auxiliary valve 22 and their connections, hereinbefore described and as will be understood.

There is also provided a rod mechanism 42 connected to the trolley 43 and to a cock 44 in order to lower the trolley 43 when the emergency arrangement operates, as a result of which the locomotive is cut out of circuit and when travelling into a station transmission of current from the line section to station mains cannot take place.

As soon as the engineer moves his brake valve 26 into the filling or releasing position the auxiliary device 14 again returns to its position ready for operation because the spring 18 forces the piston 19 downwardly to the normal position shown in Fig. 1, owing to the reduced air pressure below the piston incident to such operation of the engineers valve.

The adjustment of the brake actuating rail 3 may be effected in any suitable manner. It may be connected to the usual signal setting mechanism and it may also be released by any other suitable distant operation. Further the rail 3 may also be set by the trains themselves by means of setting bars in order to thus obtain a block safety. fllhen the roller 2 runs onto the set rail the roller is raised against the action of the spring 7 and the valve 10 is opened by means of the parallelogram links 4, 5, the rod 8 an-d the member 9. Compressed air enters the cylinder 14 below the piston 19. The latter is moved against the action of the spring 18. Liquid is thus forced through the opening 17 in the partition. The piston moves more slowly or more rapidly according to the size of the opening in the partition. The rotary valve 23 is therefore turned at a select-ive speed. In this manner the braking action is also predetermined as regards time and power. To the rod 20 may also be connected a switch 46 of a circuit 45 controlling the driving motors (releasing coil) for example in such a manner that the latter are disconnected from the drive before the braking action commences.

What 1 claim and wish to secure by the U. S. Letters Patent, is

1.111 air rbrake apparatus, a brake pipe, fluid pressure actuated apparatus connected thereto and including a movable element, an engineers valve, and an emergency valve including a casing connected pneumatically with the engineers valve for the discharge of air from the latter, and also including an element actuated by the movable element of said fluid pressure apparatus, said emergency valve being constructed and arranged to successively and intermittently ldischarge compressed air from the brake apparatus through the engineers valve during a single movement in one direction of the said movable element of the sai-d fluid pressure actuated apparatus, and means, independent of the engineers valve to establish communication between the said brake pipe and said tluid pressure actuated apparatus, to cause the latter to operate and hence cause the brakes to be applied by the emergency valve in the event of failure of operation of the engineers valve.

2. Apparatus as claimed in claim 1, including a ixed prime moving track member and train carried means including a member actuated by said prime moving track member to automatically supply compressed luid to said valve actuated means.

3. Apparatus as claimed in claim 1, in which the fluid pressure actuated means is a cylinder to which the brake pipe is connected and having a partition provided with an opening, a piston in said cylinder below said partition and coacting with the cylinder to form a fluid containing chamber to retard the valve actuating stroke of the piston.

4. Apparatus as claimed in claim 1, in which the iluid pressure actuated means is a cylinder to which the brake pipe is connected and having a partition provided with an opening, a piston in said cylinder below said partition and coacting with the cylinder to form a fluid containing chamber to retard the valve actuating stroke of the piston and also including a spring active to impart reverse stroke to the piston.

5. Apparatus as claimed in claim 1, in which the emergency valve comprises a casing having an air exhaust port and a plurality of air supply ports and also inclu-des a revoluble valve disc having a plurality of ports arranged to successively come into registry with the air supply ports of the casing.

6. Apparatus as claimed in claim 1, including means to automatically supply compressed uid to the fluid actuated means and also including an engineers valve connected to the air brake system and also connected to the first named valve, said engineers valve being constructed and arranged to automatically cut out connection between the irst named valve and the brake pipe when the engineers valve is moved to braking position or to emergency position.

7. Apparatus as claimed in claim 1, including a fixed prime moving member and train carried means including a member actuated by said prime moving member to automatically supply compressed fluid to said valve actuated means and also including an engineers valve and compressed iuid actuated means controlled by the engineers valve to move the train carried member to inoperative position In testimony whereof I affix my signature.

WILHELM HOTZ.