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Патент USA US2069913

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_ Fel».l 9, 1937.
c. A. CAMPBELL
4
2,069,913
vPNEUMATIC ~ S IGNAL SYSTEM
Filed June 1o , y1955>
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Patented Feb. 9, 1937
STATES PATENT
UNÍTE
FME
2,069,913
PNEUMATIC SIGNAL SYSTEM
Charles A. Campbell, Watertown, N. Y., assigner
to The New York Air Brake Company, a cor
poration of New `lersey
Application June 10, 1935, Serial N0. 25,923
5 Claims. (C1. 116-55)
This invention relates to signal systems, and
particularly to the Well known pneumatic sys
tems used on railway trains.
As heretofore universally arranged such sys
5 tems included on the locomotive a so-called sig
nal pct or signal valve which was connected to
the signal pipe extending throughout the train,
and which responded to reductions of signal pipe
pressure to blow a whistle by means of air de
10 rived from the Signal pipe itself. The signal pipe
vehicle and each vehicle carries a .so-called main
reservoir, this reservoir may serve as the source.
The invention will novv be described as em
bodied in conjunction With an automatic system
of the type making use of relay valves, this
system being selected because it isless familiar
than the older systems which it bids fair to sup@
plant.
_
.
In the dravving,-
.
Y
j
Fig. 1 is a diagrammatic view of the brake 10
Was charged through a pressure reducing valve
system and related signal system cfa train made
and a fixed oriñce located on the locomotive and
up of a locomotive and two cars.
not distant from the signal valve. Various cars
were equipped With conductor’s signal valves, by
15 means of which the signal pipe could be locally
vented, thus initiating a reduced pressure wave
which traveled through the signal pipe and af
fected the signal pot, causing the Whistle to blow.
Devices of this sort have been subject to seri
20 ous limitations. The feed valve operated inter
mittently and created pressure Waves which con
flicted with the Waves produced by the conduc
tor’s valve so that blasts subsequent to the first
were of diminishing strength and were occasion
25 ally obliterated entirely.
The existence of pres
sure taper or pressure gradient in the signal pipe,
which is occasioned by leakage greatly increased
the difûculty in securing satisfactory operation,
and since the leakage increased with the pressure,
30 recourse was had to low pressure operation, de
spite the fact that in the absence of pressure
gradient the signal system would operate better
at higher pressures.
As a result of tests it has been ascertained that
35 the major cause of difliculties encountered in the
operation of these signal systems, arises from the
practice of feeding the signal pipe from the for
ward end. The purpose of the present invention
is the elimination of the feed valve at the for
40 ward end of the signal pipe and the substitution
of air feeding means on each car of the train,
such means serving to supply air to the signal
pipe at a restricted rate.
'
A convenient source of the feeding air is the
45 brake system. In those brake systems in which
local reservoirs are fed by the brake pipe one
of the reservoirs on each of various cars may serve
as the source of feeding air, preferably a reser
voir not heavily drawn upon in service applica
50 tions of the brake. In the case of the universal
valves used on heavy passenger trains the emer
gency reservoir is a satisfactory source. In a
single reservoir automatic system the well known
auxiliary reservoir might be used, While on those
55 systems in which a compressor is located on each
Fig. 2 is a detail view, partly in section, of the
feed connection.
.
On the locomotive there is a main reservoir Il),
an engineer’s brake valve Il, assumed to be of
the equalizing discharge type, and having an
equalizing reservoir I2 and a feed valve I3. The
brake valve II is connected to the brake pipe I4
which extends throughout the train and‘is con 20
nected from car to car by’means of , the flexible
hose I5 and couplings I6. The usual angle cocks
are indicated at Il.
On the locomotive and each car is a triple
valve I8 which is connected to the brake pipe by 25
a branch pipe I9. Connected to the triple valve
is an auxiliary reservoir 2l and a volume reser
voir 22. The triple valve operates in response to
reductions of brake pipe pressure to establish a
pressure in the volume reservoir 22 and in re 30
sponse to restoration of brake pipe pressure to
exhaust the reservoir 22 and recharge the auxil
iary reservoir. Interposed between the reservoir
22 and the brake cylinder or vcylinders 23 is a
relay valve 24, Whose function is to act in re 35
sponse to the pressure established in the volume
reservoir 22 to create a similar pressure in the
brake cylinder 23. 'I‘he relay 24 derives its sup
ply of air from a so-called local reservoir 25 which
is charged from the brake pipe I4 through a 40
check valve, not shown.
The brake system generally described has fea
tures of novelty, but they are not a part of the
present invention and are not herein claimed.
The purpose in illustrating this particular brake 45
system is to indicate the general applicability of
the feeding system forming the subject matter
of the present invention. The essential point, so
far as the signal system is concerned, is that the
reservoir 25 is fed from the brake pipe I4 and is 50
normally charged.
Leading throughout the train is a signal pipe
26 which is connected from car to car by flexible
hose 21 and couplings 28. Cut out cocks 29 are
indicated. On the locomotive the signal pipe is 55
2
-2,069,913
connected to the signal pot 3l which may be of
any preferred construction familiar to those
skilled in the art, and which functions on reduc
tion of pressure in the pipe 26 to blow the signal
Whistle 32.
Leading from the reservoir 25 on the locomo
of a pneumatic brake system, and still more spe
cifically, feed from the reservoirs of a brake sys-v
tem where those reservoirs are fed by a brake
pipe extending throughout the train. The single
embodiment described is intended to be illus
trative and not limiting.
tive and each car is a feed connection 33 to the
What is claimed is
1. The combination of a train signal pipe; a
signal pipe 26. Interposed in this connection is
a combined check valve and strainer enclosed
signal device adapted to respond to reductionsrof
10 in the housing 34. Mounted in this housing are
a strainer element .35 and two ball check valves
36 and 3l arranged in tandem, the purpose being
to insure a tight seal by one of the valves should
the other fail to seat tightly.
Also interposed in the connection 33 and be '
yond the housing 34 with reference to the direc
tion of air flow, is a union 38 which encloses the
choke 39. 'I‘he choke 39 limits the rate of flow
through the connection 33.
v
Mounted on each car (but not on the locomo
tive) is a conductor’s signal valve 4| which is
connected to the signal pipe 26. This valve is
conventionally indicated and `is of familiar form.
It may be manually operated to vent the signal
25 pipe 26, and when released closes automatically.
The conductor’s valves for applying the brakes
are indicated at 42 and may be manually oper-`
ated to vent the brake pipe I4 to produce brake
applications, as will be well understood.
30
The effect of the connections above described
is to feed the signal pipe at substantially uniform
pressures at spaced points throughout its length.
Consequently the signal pipe is kept charged at
A35
uniform pressures and when a conductor’s signal
valve is opened the reduced pressure wave thereby
created may travel from end to end of the signal
pipe without substantial opposition from the feed
ing connections. This arrangement permits the
signal to be operated with absolute certainty and
40 to be operated at almost unlimited number of
times with certainty.
'I‘he reducing valve used to feed the signal pipe
is entirely eliminated and all feed is supplied from
signal pipe pressure; means connected with said
signal pipe and arranged to supply air at sub
stantially uniform pressure and at restricted rate
to the signal pipe at a plurality of spaced points
in the length thereof; and at least one normally
closed valve operable to vent the signal pipe.
2. The combination of a fluid pressure train
brake system includingra plurality of normally
charged reservoirs located at intervals along the
train; a signal pipe extending through the train;
a signal device adapted to respond to reductions
0f signal pipe pressure; feed connections from
said reservoirs to said signal pipe, said connec
tions including flow restricting means, and means
foi` preventing back flow; and at least one nor
mally closed Valve operable to vent the signal pipe. ~
3. 'I'he'combination of a fluid pressure train
brake system including a brake pipe and a plu
rality of reservoirs fed therefrom and located at
intervals in the length of the train; a signal pipe
extending through the train; a signal »device
adapted to respond to reductions of signal pipe
pressure; feed connections from said reservoirs
to said signal pipe, said connections each includ
ing flow restricting means and means for pre«
venting back flow; and at least one normally
closed valve operable to vent the signal pipe.
4. 'I‘he combination of a train signal pipe; a
signal device located adjacent Yone end of said
pipe and adapted to respond >to reductions of
signal pipe pressure; at least one normally closed 40,
valve connected with said signal pipe at a point '~ \
remote from said signal device and operable to
Vent the signal pipe; and means connected with
the brake system. ' The signal pipe is operated said signal pipe for supplying air to the signal
45 at the relatively high brake pipe pressure instead ’ pipe at substantially uniform pressure and at a
of the relatively 10W pressure heretofore neces
sarily used when the signal pipe was fed from
the forward end.
Another advantage of the system is that each
50 car added to the train adds a properly propor
tioned feed connection so that the performance
of the signal system is not so greatly affected by
the length of train as it is when the signal valve
feeding through a fixed orifice on the locomotive
5.5 supplies all the air to the system.
Broadly considered, the invention contemplates
the supply of airrat restricted rates and at sub
stantially uniform pressures to the signal pipe
at spaced points'throughout its length, irrespec
tive of the source of the air.
restricted rate, at spaced points in the length of 1 '
the signal pipe, certain of the last named means
being located nearer to said normally closed valve
than to said signal device.
.
5. The combination of a >signal device of the
type adapted to be connected with a normally .50
charged train signal pipe and to respond to re'
ductions of pressure therein; a train signal pipe
connected with said device kand comprising a plu
rality of connected pipe units, such units each
including a conductor’s valve operable to vent ~~
the unit; and charging means connected with
each unit for supplying air to such unit at Acon~
stant pressure and at a restricted rate less than
More specifically it ' the venting capacity of said conductor’s valve.
contemplates feed from reservoirs forming part
CHARLES A. CAMPBELL.
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