US856010A

US856010A - Electropneumatic braking device for railway-cars.

Info

Publication number: US856010A
Authority: US
Inventors: Ragnar Wikander
Original assignee: Individual
Current assignee: Individual
Priority date: 1906-12-26
Filing date: 1906-12-26
Publication date: 1907-06-04
Anticipated expiration: 1924-06-04

Description

No. 856,010. PATENTED JUNE 4, 1907.

' R. WIKANDER.

ELBGTROPNEUMATIG BRAKING DEVICE FOR RAILWAY CARS.

APPLIGATION FILED 1330.26, 1906.

3 SHEETS-SHEET 1.

No. 856,010. 7 I PATENTED JUNE 4, 1907.

R. WIKANDER. v ELEGTROPNEUMATIG BRAKING DEVICE FOR RAILWAY CARS.

APPLICATION FILED DBO. 26, 1906.

3 SHEETS-SHEET 2.

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PATENTED JUNE 4, 1907.

APPLICATION FILED DBO. 26, 1906.

3 SHEETS-SHEET 3.

01/ Jim? UNITE s'rrns RAGNAR WIKANDER, OF WESTERAS, SWEDEN.

ELECTROPNEUEWATEC BRAKING DEVICE FOR RAILWAY-"CARS.

Specification of Letters Patent.

Patented June 4, 1907.

Application filed December 26, 1906. Serial No. 349,409.

To all whom it may concern:

Be it known that I, RAGNAR WIKANpnR, a citizen of the Kingdom of Sweden, residing at Westeras, Sweden, have invented new an of all the brakes of a railway-train a number of brake-systems have been proposed in which in addition to the pneumatic valves have been used electrically erated valves.

In the most cases such bra e-systems are more complicated than the pneumatic. systems on account of the increased number of valves, and notwithstanding the said electropneumatic systems do not ofier any increased safety as to their function.

The object of the present invention is to provide an electro-pneumatic brakin -device in which only one valve-body wil be required, and in which an automatic adjustment of the braking-pressure can be efiected by means of each of the two controllingsystems.

The invention consists, chiefly, in that the valve-body controlling the communication between an auxiliary reservoir and the braking-cylinder and between the latter and the atmosphere is controlled by a train-pipe as well as by an electric controlling circuit in such a manner that the operation of the said valve-body may be effected either by changmg the pressure in the train-pipe or by changing the strength of current in the said circuit or both simultaneously. Hereby the constructional arran ement of the brake-valve will be simplifiecf and further the function of the electric control will be substantially similar to that of the pneumatic device. By the possibility of using the two controllingsystems simultaneously the function will be more reliable than heretofore so that. the brakes practically will never fail to work.

In the accompanying drawings I have illustrated substantially diagrammatically some embodiments of my invention.

} Figure 1 shows a longitudinal section of an 1 electro pnenmatically operated valve constructed in accordance with my present in- F 1g. 2 shows a diagram of the railway-car provided with air-brakes. Fig. 3 shows a similar diagram with a modified form of the electro-pneumatically operated valve in lon itudinal section. Fi 4 shows a usual trip e-valve provided witi an electric controllin device.

The valveevice' shown inFi s. 1 and 2 comprises a valve-stem 1 to which is secured a small metal-disk 2. Two valvebodies 3 and 4 are by springs 5 and 6 pressed against the said disk 2 by means of elastic rings 7 and 8. Normally the said valve-bodies close bothends of the cylindrical valve-seat v9 in the center of which ends a pipe 10 connected to the braking-cylinder 11. Tothe stem 1 are secured two

diaphragms

12 and 13 and an armature 14. As is shown in the drawing the stem 1 is operated both by the armature 14 which is magnetized by the current in the coil 15 and by the air-pressure in the

chambers

16, 17, 18 and 19 on each side of the two

diaphragms

12 and 13. If the powers actuating the stem 1 effect the raising of the latter, the braking-cylinder 11 will be put in communication with the atmosphere by means of the valve 3 and the chamber 20. If the said powers lower the stem 1 the valve 4 will be opened and the air contained in the auxiliary reservoir 21 of the car will be admitted to the braking-cylinder 11.

Referring to Fig. 2, 22 represents the airpressure-pi 0 extending through the whole train and eing supplied with air from the main-reservoirs connected to the air-pumps, as is usual.

, Through the valve 23 compressed air flows into the auxiliary reservoir 21 of the car, untilthe pressure in the latter is the same as in the ipe 22. The braking-cylinder 11, the auxi iary reservoir 21 and the pipe 2 are connected with the electro-pneumatic brakevalve, as is shown in Fig. 2.

Itwill now be explained how the'apparatus works when electric current is used for braking, it being supposed that-the magnet coil 15 is first denergized. In as much as the air pressure in the auxiliary reservoir 21 is the same as that in the air-pipe 22, the pressure in the chamber 18 willbe the same as in the chamber 19 and the diaphragm 13 thus will not actuate the stem 1. If the brake in such case is applied there is an overpressure in the braking-cylinder over the atmospheric pressure and the said overpressure then acts 1n the chamber 17 and raises the diaphragm 12 and thus also the stem 1 which is not actuated by any other power. The result will be that the valye 3 is. raised and the brakingcylinder is put in communication with the atmosphere until the, pressure in the braking- },cylinder has been reduced and cannot keep the stem 1 raised, whereupon the latter by the spring 6 will be brought back into its nor- 'mal position. The air-pressure at which this occurs is so chosen that the brake then is released by the spring in the braking cylinder; It will thus be understood that. if no current flows through the magnet, the brake will be released and remain released. It. may

now besupposed that an electric current of a certain strength be sent through the coil 15. The armature 14 now will be attracted, the stem 1 lowered, the auxiliary reservoir 21 put in communication with thebraking-cylinder through the chamber 18 and the brake a plied until the increasing pressure in the braking-cylinder through the chamber 17 has acted upon the diaphragm 12 and together with the pressure in the chamber 19 (which pressure now, is greater than the pressure in the chamber 18) overcomes the action of the magnet and brings the stem back into normal position shown in Fig. 1. The brake will thereupon be kept in the said position as long as the strength of current inthe magnet is unchanged. If the pressure in-the brakincylinder is diminished, for instance by leakage, the valve 41 will again be opened and fresh compressed air flows into the brakingcylinder, so that the determined pressure will be maintained. If'the current in the magnet-coil 15 be increased, the stem will again be lowered and compressed air flows into the braking-cylinders until equilibrium has been reestablished, whereupon thester'n 1 returns into its normal position. If the strength of current be diminished, the pressure in. the

chamber 17 will cause the valve 3 to open until the pressure'in the braking-cylinder has been diminishedso that the ower of. the magnet is sufiicient to return t 1e valve into normal position. It will thus be understood that to each strength of current corresponds approximately a certain pressure in the braking-c linder and consequently also a certain braking-force.

It is now possible by series-or arallel connections or by any series- 'para lelconnection of all brake valves of a train to effect the brakingfof all the cars simultaneously and at one and the same force, whereby an eflec tive control of the train will be obtainedand at the same time the rolling stock 'is s ared and accidents are prevented. It wil now be explained how. the said valve can efiect a I reliab e braking in the case that the-electric current fails. In such case the braking is accomplished by opening any valve that allows the compressed air to flow out from the.

pipe 22.

The decrease of pressure thus obtained has no influence on the auxiliary resvoir from the trairvgxplipa is inactive, the pressure in that in the auxilia balanced. In the braking-c ressure,

ervoir, nor on thepressure in the chamber 18. However, the pressure in the chamber 19 is diminished and the ste'ml is lowered. From the auxiliary reservoir compressedair now will flow through the chamber 18 into the braking cylinder, and bykeeping the said valve in the pipe 22 open a suilic'ient time the braking action will be stronger and stronger, until the pressure in the braking-cylinder acting in the chamber 17 has become the same as the pressure in the auxiliary reservoir. Then the valve returns into normal position and remain there, until the pressure inthe pipe 22 is again increased, and the brakes wi be released according as the said pressure increases.

The apparatus shown in Fig. 1 is rovided with a continuous current magnet ut may obviously be so modified current magnet may be used. Further slides such as are'used in the pneumatic brake-systems may be substituted for the valve-construction shown without departing from the principle of the invention. Obviously. the present system may so as to suit the vacuum-brakes. In the device shown in Fig. stem 1 is 3 the valve- 12 and 13. The diaphragm 12 closes the chamber 17 which is in communication with the braking-cylinder, while the dia hragm 13 closes two chambers 18 and'19 o the chamber 19 is in communication with the train-pipe 22 and the chamber 18 is connected to an'auxiliary reservoir 21. The ,valvethe braking cylinder an the ex austfrom the latter. At the. lower end the valve-stem is provided with a valvebody 24 adapted to establish communication 1 betweenthe train-pipe 22 and the auxiliary reservoir, "when t e valve-stem is moved downward, so as to; fill the auxiliary reser- The said device works as'-follows:- en the braking-device reservoirare su stant at the diaphragm 13 is tially the same. so

linder' 11 is no so'that also the alanced. No current flows through the magnet 15 from the auxiliary resenvoir is cut off 23. 'Th6 brakes'can be ap current to the ma 'et-coi valve-stem 1 will e raised and compressed air will flow from the auxiliary reservoir 21 to the braking cylindertl 1. From the-latter compressed air 17, whereupon. tain brakin -pressure has been reached, be pressed own, so that the supply of air to the diaphragm, when a cerbe modified likewise combined with an arma true 14 or the like, and with two diaphragms the train-pi e and iaphragm ,12. is

c011,; and therefore the valve-stem 1 v is ke tin a middle position by a spring 25 in whic position the air-sup y the slide-valve lied by supplying f 15, whereby the that an alternating I which stem 1 supports a-slide-valve 23 controlling the 'su ply of air to now flows into the chamber' will ' reservoir 21.

whereby the pressure in the chamber 19 the braking-cylinder is cut off. If the strength of current in the magnet-coil be increased, the stem 1 will again be raised, so that a further quantity of compressed air can flow into the braking-cylinder, until equilibrium is reached. By increasin the strength of current to a maximum fulliraking-force will be obtained. For releasing the brakes it is only necessary to decrease the strength of the electric current, whereby the pressure in the chamber 17 on the diaphragm 12 will overcome the attraction of the magnet-coil on the core or armature 14, so that the valvestem 1 will be lowered and communication between the brakin -cylinder 11 and exhaustpipe 26 will be established. Simultaneously the valve 24 is opened for admitting afresh quantity of compressed air into the auxiliary The exhaust continues until the brakingpressure has diminished so much that the powers acting on the valvestem 1 again balance each other.

If braking is to be accomplished by'diminishing the pressure in the train-pipe, it is only necessary in well known manner to exhaust a part of the air in the train-pipe,

is diminished and the valve-stem 1 will be raised and cause supply of air to the braking-cylinder, until the powers acting on the valvestem again balance each other. In analogous manner the brakes may bereleascd by increasing the pressure in the train-pipe.

Instead of havin the magnetic attraction ower counteracted by the pressure in the raking-cylinder for balancing the powers acting on thevalve-stern, one may let the said powers cooperate and be compensated by a third constant or variable power, whereby a decrease of the electric attraction power will cause a corresponding increase or decrease, res ectively,of the braking-pressure, until equi ibrium is reached. Further the usual air-brake-valves may be arranged for being operated both electrically and pneuniatically.v For this purpose one may, as is shown in Fig. 4, provide an electromagnet the armature 14 of which by means of the stem 1 operates the triple-valve of the air-brakesytem when electric current is supplied to the coil 15. A stronger or weaker current through the coil 15 has the same effect as a greater or smaller decrease of the airgpres- The said device may be so modified that the operation of the triple-valve by the electric current is accomplished indirectly by combining the triplevalve with a piston, diaphragm, or other movable closing-device which normally'has no influence on the usual working of the said valve, but is put in operation for displacing the same into a position for braking by air under pressure, or vacuum, the strength of which depends on the strength of current in an electric circuit.

sired changing either the pressure in the tram- Having now described my invention what i I claim is:

1. An air-brake-apparatus for electric railway-cars, and the like, in which the brakes controls the communication between an auxiliary reservoir and the braking-cylinder and between the latter and the atmosphere, is controlled both by the train-pipe and by the said electric circuit in such a manner that the displacing of the said valve-body into de-' positions may be accomplished by pipe or the strength of current in the said controlling circuit or both simultaneously.

2. An air brake apparatus for electric cars, and the like, in whic the brakes are applied or released by means of the variable air pres- I sure in a train pipe or by means of an electric controlling circuit, characterized by the fact I that the valve body, which controls the communication between an auxiliary reservoir and the braking cylinder and between the latter and the atmos here, is controlled both by the train pipe and by the said electric circuit in such a manner that the displacing of the said valve body into desired ositions may be accomplished by changing elther the pressure in the train pipe or the strength of current in the said controlling circuit or both simultaneously, and in which the valve body is operated on the one side by the electric controlling circuit against the action of the pressure in the braking cylinder, and on the other side by the pressure in the train pipe against the action of the pressure in the auxiliary reservoir by means of diaphragms, isionis, or the like, connected to the said va ve o y. 1

3. An air brake apparatus for electric railway cars, and the like, in which the brakes are applied or released by means of the variable alr pressure in a train pipe or by means of an electric controlling circuit, characterized by the fact that the valve body, which controls the communication between anauxiliary reservoir and the braking cylinder and between the latter and the atmosphere, is controlled both by the train pipe and by the said electric circuit in such a manner that the displacing'of the said valve body into desired positions may be accomplished by chang ng either the pressure in the train pipe or the strength of current in the said controlling circuit or both simultaneously, and in which the valve body is o erated on the one side by the electric control ing circuit against the action of the pressure in the braking cylinder, and on the other side by the pressure in the train pipe against the action of the pressure in the auxiliary reservoir by means of diaphragms, plstons, or the like, connected to the said valve body, and further characterized by the fact that for 0 crating the valve body the electric contro ling circuit and the pressure in the braking cylinder 'work in one and the same direction and are compensated by a constant or yielding resistance which in equilibrium keeps the valve body in a middle position in wh ch the braking cylinder is cut off both from the auxiliary reservoir and from the atmosphere, while destruction 'of the equilibrium 1n the one direction or theother'will cause a displacing of the valve body so as to-put the braking cylinder in communication with the auxiliary reservoir or with the atmosphere.

4. An air brake apparatus'for electric railway cars, and the like, in which the brakes are applied or released by meansvof the vari- 'able air pressure in a train pipe or by means of an electric controlling circuit, characterized b the fact that the valve body, which contro s the communication between an au X iliary reservoir and the braking cylinder and between the latter and the atmosphere, is controlled both by the train pipe and by the said electric circuit in such a manner that the displacing of the said valve body into desired positions may be accomplished by changingeither the pressure in the train pipe or the strength of current in the said controlling circuit 01 both simultaneously, and furvalve body in a pneumatic brake apparatus is placed under the influence of an electromagnet inserted in an electric controlling circuit in such a manner that the said valve body by changing the strength of current in will be I ther characterized by the fact that the triple caused to make the same movement as are caused by changing the pressure in the train pi e, while the, electric operation device w en 1n zero position has no lnfluence on the pneumatic device.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

RAGNAR WIKANDER.

Witnesses: 4

EVALD DELMAR, JOHN DELMAR.