Patent GB-820419-A (GB)
Title: Improvements in or relating to automatic pneumatic control arrangements for vehicles
IPC: B61C17/12
Filed: 1956-11-15
Abstract: 820,419. Reverse control. KNORR-BREMSE G.m.b.H. Nov. 15, 1956 [Nov. 16, 1955], No. 35025/56. Class 80 (2). [Also in Group XXXI] In automatic pneumatic control arrangement for reversing gear assemblies of a rail vehicle or vehicles, each equipped with a plurality of driver's cabs, each cab has a lockable driveroperated speed controller unlocked pneumatically by means only when all the couplings of the reversing gear assemblies have been completely engaged for causing all the vehicle drives to be set for movement of the vehicles in the same direction. The control stations 5, 6 of a rail vehicle are connected to the main air pipe 1 and a compressed air reservoir 2 of a compressed air brake (not shown). A locking lever 84 engages a notch in the speed controller 10 or when the controller 10 is in use it locks the reversing switch 37 in position, hence the switch 37 cannot be reversed until the controller 10 is returned to its neutral position. The controller 10 is locked in the neutral position by a pin 80 until the engagement of the reversing or forward gear has been completed. To change from rearward to forward travel after braking with the controller 10 in the neutral position the reversing switch 37 is turned to disconnect pipes 4 and 39 and to connect pipes 4 and 38, as shown in Fig. 1, so connecting the " reverse to forward " pipe 40 to the main air pipe 1. The two cylinders 52, 53 of the two drives 54, 55 are filled from pipe 40 through pipes 47, 49 to move pistons 56 and hence levers 58; in this operation a two-sided control claw on lever 58 is released from the rearward gear to engage the coupling claw corresponding to forward travel. If the claw couplings do not engage properly an impulse to the drive, initiated by the controller 10 within the movement determined by the play of pin 80 in slot 79, brings about the connection. Levers 58 open valves 60, 62 to allow air to pass from pipe 49 through pipe 68, valve 62, pipe 70, valve 60, pipe 72 through a non-return valve 74 to pipes 75 and 27. With valves 21, 22 in the main air pipe 1 closed, the pipes 16, 18, return valve 20 and pipe 25 are connected to the atmosphere through hose couplings 23 and 24, so that valve 26 is held open by a spring to allow the connection of pipe 75 and pipe 28. Air in pipes 27 and 28 act upon pistons 33, 34 to open valve 31 in the supervising device 8; compressed air then flows from the main pipe 1 through pipes 7 and branch pipes 12, 14 to act on the unlocking pistons 35, 36 which pull the pins 80 out of the recess 79 in the control disc 78. The whole arrangement is thus unlocked. If valves 21 and 22 in the main air pipe 1 are opened to allow air to act on a piston in valve 26, the valve is closed against the action of a spring and so cuts off the air supply to pipe 28 and since valve 31 will not open unless both pistons 33, 34 are moved the controller remains locked. The vehicle is controlled from one station 5 or 6, the switch 37 in the unused station being in a neutral position (not shown). For rearward travel pipes 4 and 39 are connected by switch 37 the forward 40 reverse pipe 41 are connected to pistons 56, and the levers 58 move in the opposite direction; the locking device working in a similar manner to that already described. Two locomotives or vehicles can be connected together through connections 23, 24 and 42, 43 and the combination driven from any one of the four controls, Fig. 2, not shown.