Patent GB-190502580-A (GB)
Title: Improvements in Automatic Fluid Pressure Brakes for Railway and like Vehicles.
Inventor: TURNER WALTER VICTOR
Filed: 1905-02-08
Granted: 1905-05-04
Abstract: 2580. Turner, W. V., and Blackall, R. H. Feb. 24, 1904, [date applied for under Patents Act, 1901]. Brakes.-Automatic fluid-pressure brakes are fitted with electrically-actuated application and release valves, in addition to the usual triple valve with slight modification, and an electric valve is provided to control the air supply from the main reservoir to the feed-valve of the driver's controlling-valve. Fig. 1 shows the system applied to a train operated on the multiple-unit principle, each car having an air-compresser 2 and main reservoir 1 with front and rear driver's valves 5 with feed-devices 6, the slide-valve chambers of which are connected by pipes 36 and re-charging valves 35 with the main reservoirs. The brakes are electrically applied by a means of a valve device 15, Fig. 3, actuated by a flow of air from the auxiliary reservoir as shown, or other source, through the pipe 13, and controlled by the electric valve 11. The valve device 15 is connected by the pipe 20 to the exhaust port 54 of the triple valve, an electric exhaust valve 22 being connected to the pipe as shown. Switches having contact points 29, 30 and movable arms 28, which may be operated simultaneously with the handle of the brake valve, are connected up, as shown in Fig. 1, so that the electric release valve 22 and re-charging valve 35 are in circuit together through the wire 26 and contact 29 when the switch is in release position. On moving the switch to apply the brakes, these two valves are closed, and the valve 11 admits reservoir air to the piston 16, which is carried upwards to close the exhaust port 18 and allow air to pass through ports 38, 19, and the pipe 20 to the brake cylinder through the exhaust port 54 and cavity 53 of the triple valve, which does not move during the electric application. The escape port 39 of the valve device 15 is closed by the reservoir pressure. On electrically releasing the brakes, the valve 11 is shut and 22 is opened to vent the brake cylinder through the port 23, while the re-charging valves are opened at the same time. If the brakes have been electrically applied, they may be released pneumatically by lowering the train-pipe pressure sufficiently to the triple valve to connect the port 54 with an additional exhaust port 55, thereby exhausting air from both sides of the piston 16 to the atmosphere. On restoring pressure again, the triple valve admits air from the brake cylinder through the pipe 20 to the piston 16, so as to move the piston down sufficiently to open the port 18 and exhaust the cylinder. If the exhaust port 18 remains closed after electric release, it will not affect the pneumatic application and release, since the pressure below the piston 16 will become atmospheric, either by leakage round the piston or through the ports 38, 23. The escape valve 40 also serves as an exhaust for brake-cylinder air in case the port 18 remains closed on electric release, as it falls by gravity when the pressure in the valve 15 is lowered. If the triple valve should stick, after a pneumatic application, the auxiliary reservoir pressure, when this is employed to actuate the valve device 15, may be reduced to operate the triple valve, by opening the electric application valve 11 so as partially to vent the reservoir through the valve 15, pipe 20, and exhaust ports 54, 55. When all the brakes are operated from one controller, all the other switches and brakevalve handles are set in the lap position as shown at the right-hand valve in Fig. 1. The upward movement of the piston 16 is cushioned by the spring stop 41, 42 and ensures the seating of the valve 40.