Patent GB-502361-A (GB)
Title: Improvements relating to fluid pressure braking apparatus
IPC: B60T13/36
Filed: 1937-09-15
Abstract: 502,361. Fluid - pressure brakes. WESTINGHOUSE BRAKE & SIGNAL CO., Ltd. Sept. 15, 1937, No. 25105. Convention date, Nov. 6, 1936. [Class 103 (i)] Combined straight air and automatic fluidpressure brakes comprise an interlocking device arranged to vent the automatic brake pipe if the degree of brake application has not attained a given value after a predetermined pressure has been applied to the straight air control pipe for a predetermined time The straight air control pipe 28 is connected to a chamber 157 above a diaphragm 154 of the interlock valve device 19 through a restricted passage 172 which with a timing reservoir 158 retards the rise of pressure in the chamber 157. The brake cylinders 10 are connected to a chamber 160 below a diaphragm 155 connected by a yoke 156 to the diaphragm 154. The diaphragms control a valve 166 adapted to vent to the atmosphere a safety control pipe 33 and thus also a safety control valve 18 which thereupon vents the brake pipe 32 to the atmosphere through a large opening 183 to produce an automatic emergency brake application. An emergency brake application may also be produced by release of a foot valve 20 which vents the pipe 33 or by means of the driver's valve 21, which vents the train pipe directly. The foot valve is cut off by a cut-off valve 17 so that it may be released without venting the pipe 33, when the pressure in the straight air control pipe 28 has attained a predetermined value. The straight air brake application is produced by self-lapping relay valves 11 on each car of the train which supply the brake cylinders and are controlled by a straight air pipe 31 running throughout the train. The pipe 31 is controlled by electropneumatic supply and release valves 69, 71, controlled by a self-lapping switch 13 having diaphragms 76, 75 subject to the pressure in the straight air control pipe 28 controlled by the driver's valve and to the pressure in the straight air pipe 31 respectively. The supply and release valves 45, 43 of the relay valve 11 are provided with pilot valves 44, 42 respectively. The relay valve supplies the brake cylinders from the main reservoir 23. The electropneumatic valves 69, 71 supply the straight air pipe from the auxiliary reservoir 24. The driver's valve controls both straight and automatic brake applications according to the position of a selector 187. Reduction of pressure in the brake pipe 32 by the driver's valve 21 to produce an automatic service application bringe about operation of the self-lapping triple valves 14 which supply fluid to a pipe 99 from the auxiliary reservoir 24. Fluid in the pipe 99 shifts a double-check valve 184 and operates the relay valve 11 to supply the brake cylinders, and also passes by the pipes 130, 142 and a suppression valve 16 to operate the cut off valve 17, and also by choke 172 to the chamber 157 of the interlock valve 19 so that the degree of brake application is checked and an emergency operation produced by the valve 19 unless sufficient brake cylinder pressure has been produced. The emergency valve 15 as well as the triple valve 14 is operated by emergency reduction in brake pipe pressure, and in this circumstance piston 104 moves a slide valve 111 to uncover a passage 119 through which fluid is supplied from a quick action chamber 107 to operate a vent valve 123 to completely vent the brake pipe 32. Fluid is also supplied from the emergency reservoir 25 by slide valve 11 to the straight air control pipe 28 past a double check valve 27 and thus also to the straight air pipe 31 to operate the relay valves 11. On failure of this supply however the triple valve 14 supplies the straight air pipe. To ensure movement of the slide valve 111 a graduating valve 110 is first adapted to uncover a port 132 to supply fiuid to operate the vent valve 123. In automatic service application the emergency valve only moves sufficiently to connect the valve chamber 106 to atmospheric port 118 by a port 116 in the graduating valve 110 in order that the valve us arrested in its movement to the right. In emergency application fluid is supplied to chamber 139 of the suppression valve 16 which disconnects pipes 130, 142 and prevents flow of fluid from the pipe 99 to the cut-off valve 17, so that in the case of an emergency application initiated by the foot valve 20 this valve is not cut off from the safety control pipe 33, which would defeat the brake application. In a modification, the safety control and suppression valves are combined in one unit and the interlock valve is adapted to vent to atmosphere a normally charged timing reservoir in the event of the brake cylinder pressure not attaining the desired value. This venting produces venting of the safety control pipe 33 by means of a diaphragm valve. In a further modification, the safety control pipe is adapted to be vented by an electromagnetic valve the circuit of which is closed by a pneumatic switch normally held open by pressure fluid supplied from a timing reservoir. This reservoir is adapted to be vented by a valve operated by fluid from the control pipe 28, to a restricted orifice. The brake cylinder is connected to the pneumatic switch also through a double check valve and if brake cylinder pressure attains a certain value it maintains the switch open and prevents venting of the safety control pipe. In a further modification, the interlock valve comprises a piston on one side of which acts the pressure supplied from the control pipe 28, through a restricted orifice to a timing reservoir and on the other side of which acts brake cylinder pressure. If brake cylinder pressure fails to reach the desired value the interlock valve moves so as to connect the control pipe to a vent valve, which is operated to vent the train pipe.