Patent GB-190605347-A (GB)
Title: Improvements relating to Automatic Brakes for Railway and other Vehicles.
Inventor: TURNER WALTER VICTOR
Filed: 1906-03-05
Granted: 1906-06-07
Abstract: 5347. Turner, W. V. March 7, 1905, [date applied for under Patents Act, 1901]. Brakes. - Automatic air - pressure brake systems, in which the triple valve is provided with an extra port for supplying air from the main reservoir, a controlpipe line, a supplemental reservoir, or other source to the auxiliary reservoir, for quickly recharging the latter and for permitting a graduated release of the brakes, as described in Specification No. 22,928, A.D. 1905, are provided with valve devices to prevent air from being supplied to this extra port before the auxiliary-reservoir pressure has risen sufficiently to retain the triple-valve slide valve on its seat against the pressure beneath it when it covers the extra port, the devices also operating to supply air to the auxiliary reservoirs independently of the triple valves when the auxiliary-reservoir pressure has fallen below a predetermined value. In the three modifications of this valve device shown, the pipe 13 leads to the source of pressure, the pipe 14 to the additional port of the triple valve, and the pipe 15 directly to the auxiliary reservoir. In the arrangement shown in Fig. 3, the spring 18, which acts upon a diaphragm or piston 17 to close the valve 16, is more powerful than the controlling-spring 20 of the valve 19, so that, by the time the pressure entering through the pipe 13 has risen sufficiently to unseat the valve 16, the auxiliary reservoir will have been charged with a sufficient pressure through the valve 19 to prevent the triple-valve slide valve from being blown off its seat. If the train-pipe be uncharged when pressure is thus admitted to the auxiliary reservoir, the brakes will be applied, necessitating their release and consequent testing before a train is taken from the yard or sheds. If the auxiliary-reservoir pressure should fall below a certain amount, the valve 19 will open to restore it to that value. In the modification shown in Fig, 4, when the pressure of the air, which is admitted through the check valve 38, is insufficient to move the piston 32 against the spring 37, the air passes to the auxiliary reservoir as shown ; but when the pressure rises high enough, the slide valve 33 is moved to cover the passage 15 and admit the air to the triple valve. In the arrangement shown in Fig. 6, when a supplemental reservoir is connected to the pipe 13, this is charged, during the charging of the brake system, through the triple valve, pipe 14, port 52, and pipe 13. The supplemental-reservoir pressure can leak around a piston 42, and if the auxiliary-reservoir pressure, which acts in a chamber 48 upon a diaphragm 50, should fall below a certain value, the adjustable spring 51 would open the valve 49, whereby the pressure in the chamber 46 would be vented to the auxiliary reservoir and the slide valve 41 would move to the left and open a communication between the supplementary reservoir and the auxiliary reservoir through the passage 44. If a car having its brake system charged be detached from the train, the auxiliary-reservoir pressure will at first leak away faster than the supplementalreservoir pressure, and, when it has fallen sufficiently to open the valve 49, air from the supplemental reservoir will leak to the auxiliary reservoir around the piston 42, and the pressures in the two reservoirs will then fall at the same rate.