Patent GB-190523144-A (GB)
Title: Improvements in Automatic Fluid Pressure Brakes for Railway and other Vehicles.
Inventor: TURNER WALTER VICTOR
Filed: 1905-11-10
Granted: 1906-04-19
Abstract: 23,144. Turner, W. V. Nov. 22, 1904, [date applied for under Patents Act, 1901]. Brakes.-In fluid-pressure brake systems for railway and other vehicles, in which, in addition to the ordinary Westing- house system, supplementary means are employed for supplying compressed air to the brake cylinders on occasions for applying the brakes independently of the main system and, preferably, without reducing the pressure in the train-pipe and auxiliary reservoirs, it is necessary, before admitting the air to the cylinder, to close the exhaust port of the cylinder. By the present invention, the closing of the port is effected by the triple valve of the main system, which is caused to move, for this purpose, by admitting air to its auxiliaryreservoir side at a pressure greater than that in the train-pipe, the compressed air for applying the brakes by the supplementary system being passed into the cylinder through the casing of the triple valve. Fig. 2 shows the pseferred arrangement. A pipe 13 from the main reservoir is connected to a valve 11, from which is led a pipe. 14 connected to the triple valve on the auxiliary-reservoir side of its piston 27. A pipe 17 connected to the cylinder port 32 of the triple valve is led to a valve 15 which controls the passage to an exhaust port 16. The valves 11, 15 are operated by electro-magnets 12,18 controlled by a switch which may be operated by the handle of the driver's valve. While the train is running, the electro-magnet 18 is energized and holds open the valve 15, the brake cylinder being thus open to atmosphere through both the electric release valve 15 and the triple-valve exhaust 34. The electro-magnet 12 is at the same time deenergized, and the valve 11 is closed. To apply the brakes electrically without disturbing the pneumatic charge of the system, the switch is turned so as to de-energize the magnet 18 and energize the magnet 12. The release valve 15 is thus closed, and the valve 11 is opened so as to admit air from the main reservoir through the pipe 14 to the triple-valve casing and auxiliary reservoir. The piston 27 will consequently be moved to the left so as to close the exhaust port 34 and open the service port 30 to the brake cylinder. Air will thus flow into the cylinder as fast as it is supplied from the main reservoir to the auxiliary reservoir until, the desired pressure in the cylinder having been attained, the magnet 12 is de-energized and the valve 11 closes. The auxiliary reservoir continues to vent into the cylinder until the pressure on the right of the piston 27 is just overbalanced by the standard pressure in the train-pipe 7 on the left, when the graduating-valve 31 will be moved, as usual, to close the service port 30. The brakes can now be released, either electrically by energization of the magnet 18, so as to open the cylinder to the exhaust 16, or pneumatically by the turning of the driver's valve to full release' so as to admit the full pressure of the main reservoir to the train-pipe and thus cause the triple-valve to re-open the exhaust port 34. Pneumatic application of the brakes can be made in the ordinary manner, and the brake-cylinder pressure can then be graded down or fully released by the electric release valve 15 if desired. The equipment is particularly applicable to electrically-propelled cars operating on the multiple-unit plan, all the main reservoirs being then connected by a line of pipes, between which and each reservoir a check valve is placed.