Patent GB-1020374-A (GB)
Title: Brake mechanism
IPC: F16D65/28
Filed: 1963-12-20
Abstract: 1,020,374. Fluid-pressure brakes. BENDIX WESTINGHOUSE AUTOMOTIVE AIR BRAKE CO. Dec. 20, 1963 [Dec. 21, 1962], No. 50469/63. Heading F2F. In a compressed air braking system for road vehicles incorporating a brake actuator 30 having locking means 82 (Fig. 2, not shown) adapted to lock the brakes in the applied position and which are releasable by supplying compressed air at 92 to a chamber 90, a service braking chamber 66, to which air is supplied via a pedal-operated valve 36, and an emergency braking chamber 62 to which air can also be supplied by way of a valve assembly 26 operable automatically in the event of pressure failure or manually, the valve assembly 26 has three manually selectable positions, in one of which, termed " Release ", the chamber 90 is permanently connected to the compressed air supply to prevent locking, in another of which, termed " Emergency ", the chamber 90 is vented to atmosphere and at the same time air is supplied to chamber 62 to apply and lock the brake, and in the last of which, termed " Park ' both chambers 62 and 90 are vented to atmosphere whereby the brake remains mechanically locked. Air is supplied to the service valve 36 by one reservoir 12, and by an isolated reservoir 24 to the valve assembly 26. The locking means of the actuator comprises a series of rollers 76 co-operating with an interior conical surface of a ring 78, the rollers being urged into wedging relationship between the ring and actuator rod 70 by a spring 80 and being releasable by an annular member 86 acted on by compressed air in the chamber 90. The chambers 62, 66 are formed by diaphragms 48, 56 of different diameter which act on the rod 70 via a plate 57 secured to the end of the latter. The valve assembly (Figs. 4 and 5, not shown) comprises two valves having valve elements 124, 132, respectively, to open or close communication between a common inlet chamber 112 from the reservoir 24 and chambers 150, 152 respectively connected to the lock releasing chamber 90 and emergency braking chamber 62. The valve elements are urged to closed position by springs and are opened by depression of hollow plungers 120, 138, respectively, the interiors of which in their inoperative upper positions connect the chambers 150, 152 to exhaust 100. Plunger 120 is operated manually through a tappet 118 by a cam 160 formed, together with a cam 158 for manually operating the plunger 138, on a member 154 which is rotatable and slidable on a rod 156. Plunger 138 is also responsive to the pressure in chamber 150 acting by way of a chamber 148 on plunger part 136. Movement of member 154 is under the control of a handle 98 co-operating with a gate consisting of two parallel slots joined by a gate portion. The handle is initially movable in one of the slots between the " Release" and " Emergency " positions but is normally prevented from moving across the gate portion by the end of a lever 174 which is urged by a spring 178 to enter the gap between the member 154 and the valve assembly casing on one side. The lever 174 is adapted to be removed from its obstructing position by a plunger 180 when pressure in a chamber 186 connected with chamber. 152 is sufficiently high to move the plunger 180 against the force of a spring 184. In operation, when handle 98 is in the " Release " position and pressure is fed to the system the cams 158, 160 cause both valve elements 124, 132 to be open, admitting air to both the lock releasing chamber and to the emergency chamber until pressure in chamber 150 rises sufficiently to act by way of chamber 148 on the plunger 138 to cause valve element 132 to close and the emergency chamber to be exhausted via exhaust 100. This enables the brake to be effectively released if previously locked on (i.e. when parked) since the temporary application of the brake enables release of the locking rollers 76 when air is fed to the releasing chamber 90. If the handle is now moved to the " Emergency" position 162 the valve assembly is in the condition of (Fig. 5 not shown), with valve element 124 seated and lock releasing chamber 90 vented to exhaust 100 through hollow plunger 120. Chambers 148, 150 are therefore exhausted and valve element 132 opens and remains open during and after charging of the emergency chamber to full pressure. When a predetermined pressure has been reached in chambers 152 and 186, plunger 180 rises, pivoting lever 174 out of obstructing position to allow the handle 98 to be moved across the gate portion into the other slot of the gate and so to the " Park " position 164, in which the cams 158, 160 are positioned such that both valve elements 124, 132 are seated, causing both lock releasing and emergency chambers 90, 62 to be vented to exhaust 100, and the brake to be locked on by the rollers 76 alone.