Patent GB-112259-A (GB)
Title: Improvements relating to Fluid Pressure Braking Apparatus.
Inventor: TURNER WALTER VICTOR
IPC: B60T13/62
Filed: 1917-09-05
Abstract: 112,259. Turner, W. V. Dec. 28, 1916, [Convention date]. Fluid-pressure. - Relates to combined straight-air and automatic systems. In straight-air applications, the auxiliary reservoir on each car is connected to the brake cylinder by a relay valve 12 actuated by the pressure air admitted to the straight-air pipe. On the head car, the main reservoir supplies the brake cylinder and the straight-air pipe is supplied from this reservoir by the relay valve simultaneously with the brake cylinder. In automatic applications, the auxiliary reservoirs are connected to the brake cylinders by the relay valves, but in this case through the operation of emergency valves 7 actuated by the pressure reduction in the automatic or emergency train pipe. The equipment for a motor-car is shown. with the engineer's valve 6 in release position, as shown at the left side of the Figure, pressure air is supplied from the main reservoir 3 through the pipe 37 and the engineer's valve chamber 36 to the emergency train pipe 4. On each trailing car, the air feeds into the auxiliary reservoir from the pipe 4 through the emergency valve chamber 8, port 42, passage 41, and chamber 21. The passage 14 leading from the piston chamber 13 of the relay valve is connected on the head car by pipe 15 to the engineer's valve 6 and is normally open to the exhaust port 46 in the valve 6 so that the relay valve assumes the position shown in which the chamber 17 thereof is open to exhaust port 51 and accordingly also the brake cylinder 2 which is connected to the chamber 17 by passage 18. The straight-air pipe 5 is connected through the engineer's valve pipe 33, passages 32 and 30 to passage 18 and is thus also exhausted by way of chamber 17. On trailing cars without motors, the straight-air pipe 5 is connected directly to passage 14 leading to the piston chamber 13 of the relay valve. On trailing cars with motors, the engineer's valves are in the ' handle-off ' position shown at the right of Fig. 1, and the straight-air pipe 5 is connected therethrough with pipe 15 and thus with the relay valve chamber 13. To make a straight-air application, the engineer's valve on the head car is moved to connect pipe 15 with pipe 37 thereby supplying air from the main reservoir 3 to relay valve chamber 13, whereby this valve is moved to cut off chamber 17 from exhaust and press open the poppet valve 20. Air from the reservoir then flows through passage 18 to the brake cylinder 2 and also by passages 30, 32, pipes 33, and valve 6 to the straight-air pipe 5 to actuate the relay valves on the trailing cars and connect the auxiliary reservoirs with the brake cylinders. The pressure in the straight-air pipe rises in accordance with that in the brake cylinder on the head by reason of the connexion of this pipe and cylinder to the common supply passage 18 and a more uniform rise of brake cylinder pres sure throughout the train is thus obtained. The pressure in the brake cylinders is maintained at a value corresponding to the pressure established in the piston chamber 13. If a sudden reduction of pressure in the emergency train pipe 4 is effected, the emergency valve 7 moves to connect the valve chamber 11 with the quick-action valve chamber 25 by passage 26. The opening of the quickaction valve 27 vents the emergency pipe to the brake cylinder through the non-return valve 29 and passage 30. Air from emergency valve chamber 11 is supplied also through passage 26 to the under side of a piston valve 31 and, upon the consequent movement of this valve, to the passage 14 and chamber 13 of the relay valve, thereby effecting the connexion of the reservoir to the brake cylinder as previously described. The piston valve 31 in its upper position cuts off communication of the valve chamber 13 through passage 14 and pipe) 15 with the straight-air pipe. The upper side of the piston valve 31 is opened to the exhaust port 50 in the emergency position of the valve 7. A passage 55 may be provided for the supply of pressure fluid to door opening and sanding devices from the valve chamber 11.