Patent GB-447727-A (GB)
Title: Improvements relating to braking apparatus for railway and other vehicles
IPC: B60T8/32
Filed: 1935-10-30
Abstract: 447,727. Fluid - pressure brakes. WESTINGHOUSE BRAKE & SIGNAL CO., Ltd., 82, York Road, King's Cross, London.-(Assignees of Farmer, C. C. ; 7008, Thomas Boulevard, Pittsburg, U.S.A.) Oct. 30, 1935, No. 30005. Convention date, Jan. 9. [Class 103 (i)] [See also Group XXXVII] Fluid-pressure brakes controlled in accordance with the speed of the vehicle comprise an inertia control device 6, Fig. 1, which is adjustable to vary the rate of retardation produced by the brakes by a handle 261, which varies the compression of a spring controlling a stop for the pendulum of the inertia device. The brakes are controlled by a manuallyoperated self-lapping valve 4 operated by a handle 22 which by means of a cam 305 and valve 300 may produce an energizing operation, which also adjusts the inertia device 6 to produce the maximum retardation. The valve device 4 supplies the brake cylinder 1 through passages in a valve device 3 controlled by electromagnetically-operated valves 132, 147 controlled by the inertia device 6. The valve device 3 also comprises a quick inshot valve 163, operated by a piston 165. The self-lapping valve 4 operated by the handle 22 through cam 23, lever 25, cable 28, lever 30, shaft 81, lever 80, Fig. 3 and floating pivot carrier 71, comprises a supply valve 44, and an exhaust valve 55 mounted in a piston 51. The valves are operated by a lever 70 pivoted on the carrier 71 and the pressure fluid admitted to the chamber 39 acts on the piston 51 to return the parts to lap position. The carrier 71 is loosely mounted on shaft 81 and is operated by engagement with a lever 82 fixed on the shaft 81. The fluid in chamber 39 passes to the brake cylinder 1 by a pipe 40 and valves 132, 163, Fig. 1. Valve 163 is closed when brake cylinder pressure attains a certain value by piston 165. Valve 132 is closed, when the retardation attains a certain value by the inertia device 6, Fig. 2, which comprises a pendulum 181 adapted to swing and close contact 185 controlling valve 132 at this retardation value. At a higher rate of retardation the pendulum 181 swings further and closes a contact 186 which causes the release valve 147 to open and release brake cylinder pressure through a pressure retaining valve 123, Fig. 1. The movement of the pendulum is controlled by a spring plunger 191, and the rate of retardation produced by the pendulum is varied by varying the compression of the spring 194 of the plunger, by moving a plunger 205 against which the opening abuts by means of a lever 210 operated by a manual control 254, 261, Fig. 1, comprising a cam and lever in a casing 7. The plunger 191 is mounted with lost motion in a plunger 200 engaged by a spring 195, which comes into action after the contact 185 has been closed and before the contact 186 is closed. Movement of the handle 22, Fig. 1, beyond the service braking range produces emergency braking by means of the cam 305 which opens the valve 300 to release fluid from a pipe 103. Fluid is thus released from a piston chamber 97, Fig. 3, allowing a latch block 90 to be moved by a spring 106. The latch block 90 engages the lever 80 and moves it to supply fluid at maximum pressure to the brake cylinder. Simultaneously fluid is released from a cylinder 235, Fig. 2 allowing a piston to be moved by spring pressure to operate the lever 210 by connections 231, 230 and move the plunger 205 to compress the spring 194 to the maximum amount, in order to give the maximum braking pressure. Fluid may also be released from the pipe 103 by a valve 8, Fig. 1, normally maintained closed by foot-pressure. Latch-block 90 is maintained in inoperative position by a latch 310 when the brakes are applied by the valve 4 so that the foot may be removed from the pedal of the valve 8 during a service application: