Patent GB-190925476-A (GB)
Title: Improvements in Fluid Pressure Brake Apparatus.
Inventor: CLOUD JOHN WILLS
IPC: B60T15/04
Filed: 1909-11-04
Granted: 1910-11-03
Abstract: 25,476. Cloud, J. W. Nov. 4. Fluid-pressure. - In a combined automatic and straight-air brake system for railway trains, in addition to the usual automatic apparatus of the Westinghouse or similar type, the engine brake cylinders are connected through a straightair pipe and an engine brake cock to an auxiliary brake valve, which controls an additional trainpipe connected to the brake cylinders of the tender and other vehicles, the arrangement being such that the engine brakes may be manipulated either simultaneously with or independently of the train brakes, without interfering with the automatic operation. Moreover, the system allows the auxiliary reservoirs to be recharged without releasing the brakes. The engine brake cylinders 8, 9, Fig. 1, are connected by pipes 10, 11 to double check valves 12, 13 of a known type, which are connected on the one hand to the triple valves 16, 17 and on the other hand to straight-air pipes 18, 19, 20, the pipe 20 being connected to an engine brake cock 22. The triple valve 27 of the tender brakes is connected through a double check valve 25 with an additional trainpipe 40, which is closed by a dummy coupling at the rear of the train and is connected at the front end to the auxiliary brake valve 21. The check valve 25 is further connected to the tender brake cylinder 23 by a pipe 24. The other triple valves of the train have their exhaust ports connected to the additional train-pipe 40. The auxiliary valve 21 is connected through a pipe 37 and reducing-valve 38 to the pipe 2 which connects the driver's valve 3 with the main reservoir. The auxiliary valve 21 is open to the atmosphere by a pipe 43 and comprises a rotary seat 52 formed with a recess 54 and port 53, Fig. 4. The engine brake cock 22 is formed with a right-angled port 49, Fig. 2, and with an inclined through-port, one end of which is shown at 50 and is in the same plane as the port leading to the pipe 20, while its other end is coplanar with a port 46 leading to the main-reservoir connexion 36. The cock casing is further provided with a port 45 leading to the train-pipe 40 and a port 47 open to atmosphere. The system is capable of the following operations :- (1) Normal operation of the brakes by straight air. Application is effected by turning the auxiliary valve 21 to position II, Fig. 4, so as to connect the main reservoir to the trainpipe 40 by the port 53, the driver's valve 3 and engine cock 22 being in running position, Figs. 1 and 2. Release of all the brakes is obtained by returning the valve 21 to position I, Fig. 4, in which the train-pipe 40 and atmospheric port 43 are connected by the recess 54, and such release may be gradual by successively making and cutting-off the atmospheric connexion, or at once completely. (2) Release of train brakes only. This is effected, after a straight-air application, by turning the cock 22 to lap position IV, Fig. 3, and then releasing the train brakes by the valve 21 as described above. The engine brakes may be subsequently released by turning the cock 22 to release position II, thereby connecting the pipe 20 with the atmospheric port 47. To release the train brakes after an automatic application, the valve 21 being in running position I, Figs. 2 and 4, the cock 22 is first turned to application position III, Fig. 3, and then to lap V, thereby admitting main-reservoir air into the pipes 20, 18, 19 so as to move the check valves 12, 13 to cut off the brake cylinders 8, 9 from their triple valves. The tender and train brakes are then released in the usual way by the driver's. valve 3, the engine brakes being held on by the main-reservoir air. (3) Release of engine brakes only. This is effected, after an automatic application, by placing the valve 21 in lap position and the valve 22 in release position II, Fig. 3, and by releasing in the ordinary way by the driver's valve 3. The triple valves of the train brakes will be moved to release position, but as their exhaust ports are connected to the trainpipe 40, the brakes remain on. In the case of the tender brakes, these are at first released but are at once re-applied by the air admitted to the pipe 40 from the cylinders of the train brakes. The engines brakes only are released after a straight application by turning the cock 22 to the release position II, Fig. 3. (4) Application of train brakes only. This is effected by straight air, the cock 22 being turned to one of its lap positions after which the valve 21 is turned to position II, Fig. 4. (5) Application of engine brakes only. This is also effected by straight air by turning the cock 22 into application position III, Fig. 3. (6) Re-charging auxiliary reservoirs with the brakes held on by the ordinary automatic method. This is effected by turning the valve 21 so as to cut off the train-pipe 40 from atmosphere, and then turning the driver's valve 3 to release. The engine and tender brakes, although momentarily released, are re-applied by air from the train-pipe 40. In a modification, the exhaust orifices of the engine and tender triple valves may be connected in the same manner as those on the train, the double check valves being then dispensed with.