US2099390A - Shockproof retardation controller - Google Patents

Description

Nov. 16, 1937 E. R. FITCH 2,099,390

SHOCKPROOF RETARDATION CONTROLLER Filed Se t. 18, 1956 INVENTOR ELLERY R. FITCH ATTORNEY Patented Nov. 16, 1937 PATENT caries v V r 2,099,390 I snoenraoor RETARDATION CONTROLLER Ellery R. Fitch, Irwin, Pa, assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application September 18, 1936, Serial No. 101,465

Claims.

This invention relates to shock proof retardation controllers, and more particularly to this type of retardation controller for use on railway vehicles.

The advent of the new light-weight, high speed, transcontinental, passenger trains has necessitatedthe employment of a device for so controlling the brakes during an application as to cause the train to be decelerated smoothly without excessive wheel sliding. One, such device, now quite common on the new high speed trains, is known as a retardation controller device, also sometimes referred to as a decelakron.

In the retardation controller device, or decelakron, most commonly employed, a relatively heavy body is so arranged as to be responsive to the rate of deceleration of the train and functions to control the operation of a valve for the purpose of controlling the degree of application of the brakes. By suitably adjusting the retarda- 'tion controller device, it may be made to so control the degree of application of the brakes as to limit the rate of retardationto a particular value or values. I

The first group of the newlight-weight trains to be put in Operation were of the articulated type. In this type of train, due to the employment of the articulated type of construction, there is very little relative longitudinal movement between adjacent cars in the train during either acceleration or deceleration. As a consequence, such trains are accelerated and decelerated quite smoothly, and the retardation controller' device is not subject, while controlling the brakes during deceleration, to shocks produced in the train during deceleration, such for exampleas are incident to slack action in an ordinarytrain employing the standard type of couplers. I

More recently, however, high speed trains of the nonarticulated type have been proposed, that is, trains employing individual cars coupled by means of standard couplers. In this type of train considerably more shock is produced than in thearticulated type, a particular source of ,the shock being due to the slack action of the ,train when accelerating and decelerating. It has been observed that in the non-articulated type of train the shocks produced cause unintended operprovide a retardation controller mechanism which'is unappreciably affected by shocks pro-- duced ina train, whether due to slack action or other causes.

Serial No. 741,063, filed August 23, 1934, and assigned to the assignee of the present application, there has been illustrated the adaptation of a retardation controller device of the so-called pneumatic type to a train brake equipment. It is a further and more specific object of the present'invention to: provide an improved retardation controller device of the type shown in the Hewitt application, with a suitable mounting therefor which protects the retardation controller device from shocks produced in the train.

Other and more specific objects of the invention will be apparent from the following description of one embodiment thereof, which is taken in connection with the attached drawing, wherein,

Fig. 1 shows in schematic form the conventional manner in which cars in an ordinary train are coupled together.

Fig. 2 shows in schematic form a simple brake equipment which may be employed on such a train.

Fig. 3 shows in diagrammatic form a retardation controller device embodying the principles of my invention.

The diagrammatic representation of a train shown in Fig. 1 is intended to be illustrative only. The three cars designated at I0, I l and i2 will be assumed to be cars of more or less conventional design, coupled together by standard couplers l3. The car ID will be assumed to be, the motor or power car.

Referring now to Fig. 2, this figure shows in schematic form a brake equipment for the train of Fig. 1. This equipment mayinclude a brake cylinder M for each car, which is adapted to operate a conventional type of wheel brake, a straight air pipe |5, which extends throughout the train, a retardation controller mechanism It, a brake valve device [1, and a main reservoir 18. The main reservoir l8 will be assumed to be maintained charged with fluid under pressure from the usual compressor (not shown).

While the brake equipment shown in Fig. 2 has been illustrated as a simple straight air brake equipment, it is to be understood that in practice a brake'equipment such as that illustrated and described in the aforesaid Hewitt application is contemplated.

Referring now to Fig. 3, the improved retardation controller mechanism It comprises a retardation controller device 20, which is embodied in a casing containing a movable body 2| therein having on either side a wing or flange 22 which is adapted to roll upon rollers 23. The rollers 23 are preferably carried on ball bearings and suitably supported from the casing of the retardation controller device 20. Disposed adjacent one end of the body 2! is a lever 24, which is pivotally mounted to the retardation controller casing at 25, and is adapted to freely rock above this pivot. Carried by the upper end or" the lever 2 is a roller 25, which is adapted to engage'a raised projection 2i on the left end of the body 2|. Carried by the lower end of the lever 24 is another roller 28, which is adapted to engage one end of a slide valve 29.

The slide valve 28 is slidable in a bore 38 in the retardation controller casing, and is normally.

urged to the left by a spring 3| which engages the right endof the valve.

The retardation controller device is preferably positioned on the first car in a train in a manner such that when it is decelerating the resulting force of inertia urges the body 2| to the left. When the vehicle is not decelerating, or is running at a substantially constant speed, the spring 3! maintains the valve 29 and body 2| positioned as illustrated. Therefore, when the body 2| is urged to the left during deceleration of the train, it moves against the opposition of the spring 3| a distance proportional to the rate of deceleration, and thus positions the valve 29 accordingly.

The valve 29 is provided with a reduced portion which in the illustrated position establishes a communication between two passages 33 and 34. As will be observed by comparing Figs. 2 and 3, the passages 33 and 34 are each connected to a section of the straight pipe i5, and when these two passages are in communication the brake cylinders M (which are connected to the straight air pipe l throughout the train) are in communication with the brake valve device l'l.

When, however, the body 2| moves to the left the valve 29 is shifted to the right, first blanking the passage 33, thereby closing'communication between the brake valve H and the several brake cylinders it, and then upon further movement connecting the passage 3G to an exhaust port 35. Th brake cylinders l4, and straight air pipe I5, are thus placed in communication with the atmosphere for this position of the valve 29.

The retardation controller device 2i! is mounted upon wheels 36, preferably carried on ball bearings so as to provide as frictionless a mounting as possible. Disposed between the left hand end of the retardation controller 26 and an adjacent end wall of the casing 39, which houses the retardation controller, is a shock absorbing or stabilizing spring ie. Similarly disposed between the right end of the retardation controller and the adjacent end wall of the casing 39 is a iike shock absorbing spring 4|. These springs are preferably normally under tension, and may, of course, be held in place by any suitable means, such for example as by the lugs 42 pictured.

The retardation controller device 2i! is thus free to move with respect to the casing 39, the casing being suitably bolted to a frame member 43, (of the head end car it in the train illustrated) by means of bolts it. In order that the retardation controller device will have full freedom of movement with respect to the casing 39, the communications between the two sections of the stra ,ht air pipe and the passages 34 and 33, respectively, are effected by flexible conduits-l5, made of flexible rubber, or the like.

In addition to the flexible conduits 45, I have also illustrated another flexible conduit 46 as having communication with a pipe il. In a commercial type of retardation controller device, as illustrated in the aforesaid Hewitt application, Serial No. 741,863, the retardation controller device is provided with a fluid pressure operated adjusting mechanism, and the flexible conduit G 5 and pipe 41 are intended to illustrate the connection for this adjusting mechanism, although not necessarily essential to an understanding of the present invention.

j In operation, when the train is running under power, or coasting, the handle 48 of the brake valve device I? is maintained in release position, in which position the ght air i5 and brake cylinders Hi are connected to the atmos phere. Since the train is running under power at a substantially constant speed, or drifting at a slowly reducing speed, the retardation controller device as will maintain communication between the right hand section of the straight air pipe and the left hand section leading to the brake valve device li', so that this communication may be maintained.

For the purpose of illustration, it will be assumed that the brake valvedevice H is of the self-lapping type, that is, the type in which fluid under pressure may be supplied to the straight air pipe i5 to a degree dependent upon the degree or extent of movement. of the handle 48 into an application zone.

Assuming now that it is desired to eifect a full service application of the brakes, the handle 38 is moved into the application zone to the full service position, whereupon fluid under pressure will be supplied to the straight air pipe from the reservoir l8, to the degree corresponding to the full service position. As a consequence, the brake cylinders l4 will have full service pressure produced and maintained therein, so as to produce a full service application of the brakes.

When the cars ill, H and I2 of the train were being propelled under power, slack in the couplings 53 will have been run out, but when the brakes are applied this slack must run in. The running in of the slack usually produces shock throughout the train. Without the improved form of mounting shown for the retardation controller device 20, this shock may be such as to cause the body 2| of the retardation controller device to assume a position which is not in accordance with the actual rate of retardation of the train. For example, the body 2| may be shifted to a position, as a result of the shock, where communication is closed between passages 33 and 34, or where not only is this communication closed but where the passage 34, and the right hand section of the straight air pipe it are connected to the exhaust port 35, thereby unintentionally releasing the brakes.

With the improved mounting construction provided by the shock absorbing or stabilizing springs 49 and 4|, and the frictionless rollers 38, it will be evident, and experience and experiments attest to the fact, that shocks produced in the train are absorbed by the springs 39 and 4|, so that the retardation controller body 2| is moved only in response and according to the actual rate of retardation of the train, and does not improperly interfere with the application of the brakes. That is to say, when the slack of the train runs in and produces a violent shock in the train, the retardation controller 2!! per se moves under the force of this shock against opposition of one of the two springs M3 and 4|, but the body 2| will be maintained in' whatever position is proportional to the actual rate of retardation of the train. I v As the rate of retardation increases the body 25 will be shifted to the left, and if-the rate is high enough will shift valve 29 to close com-- iunication between the passages 33 and 34, and connect the passage 34 to the exhaust port 35. This will, of course, effect a partial release-of the brakes, and" this partial releasemay result in further slack action in.the train. If shocks are produced as a result of this further slack action, these shocks will also be absorbed by the two springs it and, so that the retardation controller "device will not be shifted to a false position; i

As soon as the rate of retardation has diminished as a result of the partial release of the brakes, the body. 2| will move-to a position where the valve 29 disconnects the passage 34 from the exhaust port 35, and, if the rate of retardation has diminished sufficiently, possibly to' the position where passages 33 and 34 are again connected. In general, however, the retardation controller will shift the valve 29 between a lap position, that is, the position where it blanks the passage 33, and the release position, that is,

troller device will function more precisely according to the actual rate of retardation.

When it is desired to release the brakes by operation of the brake valve l1,this may be done at any time by moving the brake valve handle 52 to the release position, thus releasing fluid under pressure from the straight air pipe l5 and the several brake cylinders [4. If at the time the release is desired the retardation controller valve 29 has closed communication between the two passages 33 and 34, a ball check valve 49 will function to establish communication between the two passages, as is obvious from the arrangement shown in Fig. 3. Thus a release may be effected at any time regardless of the position of the retardation controller valve 29. This permits graduating the release by manipulation of the brake valve handle 48.

It will thus be seen that in the improved form of retardation controller mechanism provided by my invention, the retardation controller device may be readily adapted to a conventional type of train employing conventional types of couplers, and will operate precisely in accordance with the rate of retardation of the train without being appreciably afiected by shocks produced in the train, whether due to slack action or other causes.

While I have shown a specific embodiment of my invention, it is not'my intention to be limited to the precise details of this embodiment, nor

otherwise than by the-spirit and scope of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

In a train brake system, in combination, means for applying the brakes on the train, means operated according to the rate of retarda- Since this movement of the retardation tion of the train'for controlling the degree of application of the brakes, and means for mounting said last means on the train and being so constructed and arranged as to protect said last means from shocks produced in the train.

2. In a train brake system, in combination,

' means for applying the brakes on the train, a

retardation controller device -'for controlling the degree of application of the brakes in accordance with the rate of retardation of the train,

and mounting means for mounting said retardation controller device on a ,car in the train, and being so constructed and arranged as to prevent shocks produced in the train from appreciably'afiecting the operation of the retardation controller device. 1

-3. Ina vehicle brake system,in combination,

abrake device, means for effecting the operation of said brake device, a retardation controller device for controlling the operation of said brake device in accordance with the rate of retardation of the vehicle, and mounting means for mounting said retardation controller device on said vehicle and comprising yielding elements for permitting relative movement of said retardation controller device with respect to said vehicle, whereby shocks produced in the vehicle are absorbed by said yielding elements.

4. In a vehicle brake system, in combination, a brake cylinder, means for effecting a supply of fluid under. pressure to said brake cylinder to effect an application of the brakes, a retardation controller device operable to control brake cylinder pressure according to the rate of retardation of the vehicle, and means for mounting said retardation controller device on said vehicle and comprising yielding elements which permit movement of said retardation controller device relative to said vehicle, whereby shocks produced in the vehicle are prevented from affecting the operation of said retardation controller device.

5. In a retardation controller device, in combination, a body movable according to the rate of retardation of a vehicle, means controlled in response to movement of said body for controlling the degree of application of the vehicle brakes, a housing adapted to be secured to some portion of the vehicle, and resilient means for positioning said body and first means with respect to said housing, and being adapted to permit said body and first means to move together with respect to said housing, whereby shocks produced on said housing are absorbed by said resilient means.

6. In a retardation controlling mechanism, in combination, a retardation controller device operated according to the rate of retardation of the vehicle for controlling the degree of application of thelorakes on a vehicle, a housing, and means for mounting said retardation controller device in said housing and'providing for relative movement of said retardation controller device with respect to said housing, whereby shocks produced on said housing are prevented from affecting the operation of said retardation controller device.

7. In a retardation controlling mechanism, in combination, a housing adapted to be secured to a vehicle, a retardation controller device operated according to the rate of retardation of the vehicle for controlling the degree of application of the vehicle brakes, rollers for supporting said retardation controller device in said housing, and resilient means interposed between said retardation controller device and elements of said housing, and being adapted to permit said retardation controller device to move freely with respect to said housing.

8. In a retardation controlling mechanism, in combination, a housing adapted to be secured to a railway vehicle, a retardation controller device operated according to the rate of retardation of the vehicle for controlling the vehicle brakes, rollers carried by said retardation controller device and adapted to roll upon a floor of said housing, spring means interposed between said retardation controller device and said housing and being so constructed and arranged as to permit relative movement of said retardation controller device with respect to said housing, whereby shocks produced in the vehicle are prevented from affecting the operation of said retardation controller device, and means for flexibly connecting said retardation controller device to the vehicle brake system.

9- In a retardation controlling mechanism, in combination, a housing adapted to be secured to a vehicle, a retardation controller device comprising a body movable in accordance With the rate of retardation of a vehicle and a valve means operated according to movement of said body,

said retardation controller device also comprising and being embodied in a substantially unitary casing, rollers carried by said casing for supporting said retardation controllerdevice in said housing, spring means interposed between said retardation controller casing and said housing and being adapted to permit said retardationv controllerdevice to move relative to said housing, and means providing flexible connections between said valve means and pipes forming a part of arfiuid pressure brake system.

10. In a retardation controlling mechanism, in combination, a retardation controller device embodied ina casing having disposed therein a body movable in accordance with the rate of retardation of a vehicle and a valve means operated according to movement of said body, a housing adapted to be secured to a railway vehicle, rollers for supporting said retardation controller casing in said housing, and spring means interposed between said retardation controller casing and said housing, said spring means being so constructed and arranged as to permit said retardation controller casing to move relative to said housing in either of two directions.

ELLERY R. FITCH.

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