US2575850A

US2575850A - Valve for air brake control

Info

Publication number: US2575850A
Application number: US20541A
Authority: US
Inventors: Swickard Laura Janette
Original assignee: Individual
Current assignee: Individual
Priority date: 1948-04-12
Filing date: 1948-04-12
Publication date: 1951-11-20
Anticipated expiration: 1968-11-20

Description

NOV- 20, 1951 F. s. swlcKARD vALvE FOR AIR BRAKE CONTROL Filed April l2, 1948 5 SheeLSI--Sheefl l u in 0 7 hn 6/ x M s u 2 n H2 M Ay..

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' FRAN/r 5. SMC/(ARD NOV- 20, 1951 F. s. swlcKARD 2,575,850

VALVE FoR AIR BRAKE CONTROL Filed April 12, 1948 A T TORNE Y 5 Sheets-Sheet 2 Nov. 20, 1951 F. s. swlcK/RD 2,575,850

VALVE FOR AIR BRAKE CONTROL v Filed April 12, 1948 V 3 Sheets-Sheet 3 a f/w, 8

A TTRNE Y.

Patented Nov. 20, 1951 :VALVE FR AIR BRAKE CONTROL .Frank S. Swickard, Denver, Colo.; Laura Janette Swickard administratrix of said Frank `S.

Swiokard, `deceased .'ApplicationiAprillZ, 1948,1S`Cra1N0.20,541

fS'Claims. 1

This invention relates to railway air brakes and more particularly to an electrically controlled car valve. unit to be placed on each individual car'of a train'vshich will operate simultaneously and uniformly throughoutthe length of the train. With the conventional air brakes on'long trains the brakes at the front of the train apply'in advance oflthe 'applicationat the rear thereof. This is "due to thefact` that the' triplevalve of each 'car `is 'dependent for its operation on the drop in Vpressure on the brake pipe. Itis obvious that the drop in pressure in the brake pipe will commence at the locomotive and then follow to the rear end of the traindue to air friction in the brake; pipe.

The principalobject of' this inventionis" to provide an electrically controlled.magnetically-operated car valve unit on each car, all of which will operateto `admit air from the auxiliary reservoirs ofthe cars to the brake cylinders. thereof simultaneously throughout the length .ofthetrain so that a uniform braking effect will be obtained throughoutthe length ofthe train at all'times.

With'the "conventional air brakes'the loss in pressure in the brake pipe after an application of thebrakes must be replaced before'the brakes can-bareleased. Inireplacing this ypressure the same. delay occurs'in: the time of release between the'front^of"`the`train andthe rear thereof; that is, the pressure builds up first at the locomotive extremityofthe brakepipeand this increase in pressure follows throughto the rear ofthe train, thus causing the brakes to be released at the front'of` the train-more rapidly than at the rear thereof. In long trainsthis creates. greatistress on the couplingswhich"occasionally 'causes the train` to pull apart.

Another object of this'inventionis toprovide Ia car valve unit lwhichwillnot. be dependent upon variations in'pressure in the brake. pipe so that no time lag is encounteredand so `that the brakes on alllcars regardless "of the train length will release simultaneously.

When the conventional'airbrake system. is in the laptposition the'pressuresin the -brake cyl inders throughout the 'length of a train will vary due to the varying-'strokes of the brakepistons on the'cars. That is,` the. longer stroke cylinders will have less vpressure dueito the greater expansion.

A further object rof' this invention is to provide `a unit with `a'pneumatically .and automatically operating lap device which will assure an `absolutely uniform pressure in the brake `cylinders of all .o'f the carso'f a train, regardless of the lengthof Vthe stroke.

ADelays in brake operation and releaseinlong trains are aggravated `by frictionin the moving parts of .the valve. invention` is to provide a brake control car valve A stillfurther object of this unit. in `whichfricI-.ion on the moving `parts will be reduced tola minimum.

.With .these` and other objects in view theinvention will. now be described morelin .detail referenceV being had -to the .accompanyingr drawings,A whichform'a part hereof.

In thefollcwing detailed description of thein- Vention, reference isthad` to the yaccompanying drawingwhich forms a part hereof. Like. numerals refer to likeparts in all views of the drawing and throughout the description.

lIn thedrawing:

Fig. 1 `is .a longitudinal section through .the improved electrically controlled magnetically operated car valve. unit illustrating it in the-running` position;

Fig. 2.is.a cross section taken on the line 2-2, Fig. 1;

EFigLBis a sideviewlof the unit;

Figs. 4, 5 and 6 are cross sections taken on.`the lines 4 4, 5-5uand'. 6'-6, respectively, Fig. `1;

jFig. 7, is a detail section through adouble valve employed in the improved unit; and

Fig. `8 is a circuitdiagram illustrating a train circuit for-controlling theimproved valve units.

The improved valve unit employs two cylin drical .flanged shells` which will be herein designated. as `anupper shell ID anda lower shell II separated by a valve housing I5. An end plate I2 closes the lower extremity ofthe` shell I I. The endplate |52 -is secured to the lowerilange of the shell by means of suitable clamp `bolts I3. The upper extremity of the shell I.I has a conical projection I4 which iits into alconicalseat inthe bottom `of the Valve housing `I 5.

The shell III restsupon the valve .housing I5 andthe three members I0, II and I5 are clamped together by means of clamp bolts I6 which pass through a bottomflange on the shell II),` entirely through the peripheral edge of the housing I5; and through a riiange 5I8 which surrounds the shell II below the top thereof.

The top ofthe shell I0 is closed .by means of a cylinderplate I9 and the cylinder plate I9 `is r closedby means of anend plate 20. The plates I9 and 20 are clamped to the shell I0 by means of clamp bolts 2l passing through an `upper flange on the shell AI() and entirely through theplates I9 andZIl.

A hollow cylindricalsolenoid coil 22 is mounted withinthe shell I0 and a similar solenoid coil 23-is mounted'withinthedshell II. The coil 22 surrounds a iield` core 24 of soft iron or other magnetically permeablematerial. The coil 23 surrounds asimilarcore 25.

Thecores

24 and 25 are formed onorsecuredto the cylinder plate I9` and the, end plate I2, respectively.

'Alpiston rod.2.6.is axiallyand slidably mounted inthe `Corelli. The rod` 26 isthreaded intoa magnetic armature member 29. The armature is formed with a conical top which iits within a conical socket in the core 24. Annular sealing gaskets 21 surround the rod 26 at the points where it enters and leaves the core 24.

A piston 30 is mounted on the upper extremity of the piston rod 26 and operates in a pressure cylinder 3I formed in the cylinder plate I9; The piston 35 is provided withsuitable sealing rings 32 which seal it to the walls of the. cylinder 3l.

A bleed passage 28 leads from below the piston in the cylinder 3I. A tapered valve 33 is threaded into or otherwise secured on the lower face of the armature 29. The valve 33 is positioned to close against the upper seat of a double valve seat 34. A compression spring 35 is positioned between the seat Bland the armature member 29 and constantly urges the latter away from the seat 34.

The seat 34 is positioned between an auxiliary air passage 36 and a cylinder air passage 31. The passages 36 and 31 are formed in the valve hous-- ing I5 and arepreferably internally threaded at their extremities to receive an auxiliary air pipe 38 and a cylinder air pipe 39 respectively.

A valve stem 40 extends within the second solenoid 23 and is threaded into a second armature member 4I having a conical lower extremity which fits within a conical socket in the core member 25. An axial spring socket is formed in both the core member 25 and the armature member 4I and contains a compression spring 43 which constantly urges the armature member 4I away from the core member 25. The armature members 29 and 4I are `loosely fitted within their respective solenoid coils and are not air-tight therein.

A double valve 44 is mounted on the upper extremity of the stem 40. This valve has two seating faces. One of which is adapted to seat against the lower seat of the double Valve seat 34 and the other of which is adapted to seat against an exhaust Valve seat 45. The double valve 44 is tiltably mounted on the stem 49. The latter having a flanged extremity extending into a socket in the valve 44 and being maintained therein by means of a spring 46 compressed in a bushing 41 which is threaded into the double valve 44. This allows the valve 44 to tilt to accommodate itself to either of the seats 34 or 45.

The valve seat 45 is positionedbetween the cyl- A by-pass passage 43 extends from the cylinder air passage 31 upwardly through the housing I5, the wall of the shell I and through the plate I9 to the head plate 20, thence through a groove 50 to the cylinder 3 I.

In Fig. 8 the improved valve units are diagrammatically illustrated in a two-car train circuit. The valves are controlled by a brake control lever, indicated at I, which can be swung to three positions, A, B, and C, A being the running position, B being the primarybraking position, and C being the secondary braking position.

When the lever 5I is swung to the primary position, B, it closes a circuit with a contact bar 52, and when swung to the "secondary braking position C, it maintains the circuit with the contact bar 52 closed and closes a second circuit with a braking contact 53. A source of current is indicated by the battery 54, one side of which is connected to the brake control lever 5I. The otherV side of the battery is connected to a ground conductor 51. The braking contact 53 is connected to away from the exhaust seat 45.

a secondary braking conductor 56, and the contact bar 52 is connected to aprimary conductor 55.

The three

conductors

55, 56 and 51 run throughout the length of every car and are connected between the cars by means of suitable detachable plugs and receptacles, as indicated at 58.

At each car, one terminal of each of the

solenoids

22 and 23 is connected to the ground conductor 51 by means of a ground lead 51. The other terminal of the solenoid 22 is connected to the secondary braking conductor 56 by means of a lead 56'. The other terminal of the solenoid 23 at eachcar is connected by means of a lead 55' with the primary conductor 55.

Operation Let us assume that the train is running and the control lever is in the running position A. All of the solenoids, both 22 and 23, on all of the cars are deenergized and the unit in each car is in the position shown in Fig. 1 of the drawing. The spring 35 is holding the valve 33 away from the seat 34, and the spring 43 is holding the double valve 44 against the auxiliary air seat 34 and Therefore, the brake cylinder of the car is open to the atmosphere through the passage 31, the Valve seat 45, the atmospheric chamber 42, and the ports 43 so that the brakes are fully released.

Let us assume that it is desired to apply the brakes. The control handle 5I is moved to the primary braking position B. This closes a circuit through the contact bar 52 and the primary conductor 55 with all of the solenoids 23 on the train. The solenoid 23 at each car attracts its armature 4I toward its eld core 25. This draws the valve 44 away from the seat 34, thus opening a passage for the air from the auxiliary reservoir of the car through the passage 36, and the valve seat 34 to the cylinder air passage 31, and thence to the brake cylinder of the oar. The opening movement of the valve 44 plunges it against the exhaust seat 45 to prevent the escape of cylinder air.

When the pressure in each brake cylinder throughout the train reaches a pre-set point, say 10 lbs. p. s. i., the cylinder pressure will react through the by-pass 43-50 and the cylinder 3I to force the piston 30 downwardly, closing the valve 33 against the seat 34 and stopping further air flow to the brake cylinder. Therefore, all the brakes throughout the length of the train are applied with a uniform pre-set pressure regardless of train length and regardless of the length of piston travel in the brake cylinders. l

Should additional braking action be required, the control lever 5I is swung to the secondary braking position C. This maintains the circuit closed with the primary conductor 55 and the solenoids 23 so that the valves 44 are seated against the seats 45 and away from the seats 34. In-addition a circuit is also closed through the contact 53 and the secondary braking conductor V56 to the solenoids 22 of all of the cars. This causes each solenoid 22 to attract its armature 29 and draw the Valve 33 away from the seat 34. This allows additional air to flow simultaneously to the brake cylinders of all the cars until the desired braking action has been obtained. The control lever is then returned to the primary position B, allowing the brake cylinder air pressure of each car to act through the Ypiston 30 to automatically cause the valve 33 to move to the lap position throughout the train and hold the brakes uniformly engaged. To again release the brakes.4 it

"anregend isz'onlyfnecessaryvfto :movefy the.` controls. lever: i 5i! f to the running position .i A so :fas` to (ie-energize :all

`beenicompletelyseliminated.

hilesafspeciczform; of .".thetimprovementchas beenfdescribed1 and illustrated.hereingitziissdesired torJoerunderstoodnthat:the same may be varied,

within; .the scope ofthe.` appended claims; without departing from thefsp'irit,` of the. invention.

VHaving thus described :the:` invention, rwhat Ais claimed and zdesired: secured :by: Letters `Patent is: .1:1. fAn ielectro-,pneumatic waive.. yfor rcontrolling the .ilovv` `of air. from; an: auxiliaryreservoir .to and fromfthe air-brake cylinderfof` `afrailwaypar comprising: .a 'valve'."housing ran auxiliary, air passage` in said 1housing; a :cylinder .'airpassage .in said housing; a cdouble"1v.alve` Iseatnbetween. said passages; La` first valve 'positioned :toisea'tfon i one side fof! saidxdoublevalverseat toclose .the latter; a:.doublefyalve'member.positioned to :seat on the otheraside. of; saidz double valvefseat `to `also lclose theflatterwan exhaus'tvalvelseatiin said cylinder air passagetofopen the'` latter to? the atmosphere, saidi` exhaust valve-seat lrbe'ingvpositioned i to be closed by said double valve when fthe'latter leaves 4 said"idoublefvalverseam:spring means urging said double valve against said double valve seat; a rst electro-magneticI-means 'acting `when energized to withdraw said double valveifromtsaid doubleffvalve seat and against said exhaust seat;..:'pressure. actuated means adaptedto forcefsaid first-.valve to seat against said double valve seat; and second electromagnetic means acting wherrenergized to withdraw sai-d "-rstva-lve -from said double valve seat.

'2. AnA electro-pneumatic va-ive for controlling' the iiow of" air from an auxiliary reservoirtto i and from the-air` brake cylinder of a-rai1waycar"cornprising: a valve housing; an auxiliary air passage in said housing; a cylinder air passage in said housing; a double valve seat between said passages; a iirst valve positioned to seat on one side of said double valve seat to close the latter; a double valve member positioned to seat on the other side of said double valve seat to also close the latter; an exhaust valve seat in said cylinder air passage to open the latter to the atmosphere, said exhaust valve seat being positioned to be closed by said double valve when the latter leaves said double valve seat; spring means urging said double valve against said double valve seat; a rst electromagnetic means acting when energized to withdraw said double valve from said double valve seat and against said exhaust seat; a pressure cylinder; a by-pass passage conveying air from said cylinder passage to said pressure cylinder; a piston in said pressure cylinder, said piston being connected with said first valve to force the latter against said double valve seat when the pressure in said cylinder passage reaches a predetermined point; and a second spring means urging said first valve away from said double valve seat.

3. An electro-pneumatic valve for controlling the iiow of air from an auxiliary reservoir to and from the air brake cylinder of a railway car comprising: a valve housing; an auxiliary air passage in said housing; a cylinder air passage in r-fsaidchousing; :sra @double u.valve seat between said passages ;ffa..iirst'tvalvefxpositioned to seatron one-'zsiderofssaidrdouble vvalve seat to close-the latter; adoubleyalve :memberpositioned` to seat orr'the.-oi:her .:side` of said: doublelvalve seat to also tclosertheslatter;ianexhaust valve seat in said cylindere air passage ttofopenfthe `latter to the 1 atmosphere, 'saidaexhaust `valve seat "being positionedltobeclosediby saidy double valve when .thef latter leaveszsaid '.'double valve seat; spring meansfnrging Asaid 1 double valve against said doubleyalve fseat; a '.ilrst` electro-magnetic means actingl when energizedi to i withdraw said double valve'ffrom said :.doublevalve seat and against said exhaust'seat;= af pressure cylinder; a by-pass passage :.conveyingsiair 4from `said cylinder passageitof.saidspressure fcylinder; a piston in said pressure z cylinder, saidvpiston being connected withzlsaidrst valve `toforce the latter against said double valve seat when the pressure in said cylinder'passa'ge `reaches a predetermined point; and a second electro-magnetic means arranged, whenenergized to` draw said rst valve from its seat.

i4.iAn'electro-pneumatic valve for controlling the owofssair'from an auxiliary reservoir to and *from 'the airbrake cylinder of :a railway carfcomprising::.arvalve housing; anauxiliary air passage in said housing; a double valve seat `between .said passagesyarst valve positioned to seat on` one .side of f said double valve seat to close Ithelatter.; sa f double valve member positionedito seat. 'on` the .otherside of-.said "double valverseatito:also close theiatter; an Aexhaust valve 1 seatrain-'said i cylinder rair passage to open thelatteritotheffatmosphere, said exhaust valve seatibeing;positioned??toitbeclosed by said double valvefwhen .fthelatter leaves said double valve seat; L'airstfelectro-magnetic means acting when energizediitowithdraw `said double `valve from saidzdoublewalveseat and against said-exhaust seat;iaipressurezcylinder; aby-pass passage conveyinguairwfrom:wsaid "cylinder passage i to said pressureecylinder;:.atpiston in said `pressure `cylindersaidrpiston'ibeing connected with said irst valve to force the latter against said double valve seat when the pressure in said cylinder passage reaches a predetermined point; a second spring means urging said first Valve away from said double valve seat; and a second electro-magnetic means arranged, when energized to assist said second spring means to draw said first valve from its seat.

5. An electro-pneumatic valve for controlling the flow of air from an auxiliary reservoir to and from the air brake cylinder of a railway car comprising: a valve housing; an auxiliary air passage in said housing; a cylinder air passage in said housing; an atmospheric air passage in said housing; a first valve seat between said auxiliary passage and said cylinder air passage; a second valve seat between said cylinder air passage and said atmospheric air passage; a first valve positioned to close said first valve seat; a second valve positioned to alternately close said first valve seat and said second valve seat; spring means urging both valves toward said first valve seat; electro-magnetic means arranged to move either or both said valves away from saidfirst valve seat; a pneumatic means actuated from the air pressure in said cylinder air passage for forcing said first valve against said rst valve seat.

6. An electro-pneumatic valve for controlling the ow of air from an auxiliary reservoir to and 7,. from the air brake cylinder of a rrailway car comprising: a valve housing; an auxiliary air passage in said housing; a cylinder air passage in said housing; an atmospheric air passage in said housing; a rst valve seat between said auxiliary passage and said cylinder air passage; a second valve seat between said cylinder air passage Vand said atmospheric air passage; a first valve positioned to close said rst valve seat; a second valve positioned to alternately close said rst valve seat and said second Valve seat; pneumatic means adapted to close said rst valve to said iirst valve seat in consequence of air pressure in said cylinder air passage; a first cylindrical shell mounted on said housing about said rst valve; a second cylindrical shell mounted on the opposite side of said housing in alignment with the second valve; a cylindrical solenoid in each shell; an armature axially moveable in each shell under the influence of said solenoid; and means connecting each armature with one of said valves.

7. An electro-pneumatic valve for controlling the flow of air from an auxiliary reservoir to and from the air brake cylinder of a railway car comprising: a valve housing; an auxiliary air passage in said housing; a cylinder air passage in said housing; an atmospheric air passage in said housing; a first valve seat between said auxiliary passage and said cylinder air passage; a second valve seat between said cylinder air passage and said atmospheric air passage; a rst valve positioned to close saidiirst valve seat; a second valve positioned to alternately close said rst valve seat and said second valve seat; pneumatic means adapted to close said first valve to said iirst valve Vseat in consequence of air pressure in said cylinder air passage; a first cylindrical shell mounted on said housing about said first valve; a second cylindrical shell mountedk on the opposite side-of said housing in alignment with the second valve; a cylindrical solenoid in each shell; an armature axially moveable in each shell under the influence of said solenoid; means connecting each armature with one of said valves; a rst spring means urging said rst valve away from said rst seat; and a second spring means urging said second valve toward said rst valve seat.

8. An electro-pneumatic valve for controlling the ow of air from an auxiliary reservoir to and from the air brake cylinder of a railway car comprising: a valve housing; an auxiliary air passage in said housing; a cylinder air passage in' said housing; an atmospheric air passage in said housing; a first valve seat between said auxiliary passage andrsaid cylinder air passage; a second valve seat between said cylinder air passage and said atmospheric air passage; a rst valve positioned to close said iirst valve seat; Va second valve positioned to alternately close said rst' valve seat and said second valve seat; aiirst cylindrical shell mounted on said housing about said iirst valve; a second cylindrical shell mounted on the opposite side of said housing in alignment with the second valve; a cylindrical solenoid in each shell; an armature axially moveable in each shell under the influence of said solenoid; means connecting each armature with one of said valves; a rst spring means urging said rst valve away from said first seat; a second spring means urging said second valve toward said iirst valve seat; and pneumatic means actuated from the air pressure in said cylinder passage and connected with said first valve to urge the latter against said rst seat when the pressure in said cylinder passage reaches a predetermined point.

FRANK S. SWICKARD.

REFERENCES CITED The following references are of record in the iile of this patent:

UNITED STATES PATENTS Loomis May 7, 1929