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Патент USA US2106479

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Jan. 25, 1938.
2,106,479
E. R. FITCH
FLUID PRESSURE BRAKE
Filed Oct. 17, 1956
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N?
INVENTOR
ELLERY F\'. FITCH
BY
Qt
‘
ATTORNEY
Patented Jan. 25, 1938
2,106,479
UNETED STATES
‘PATENT OFFICE
2,106,479 -
V
FLUID PRESSURE BRAKE
,
Ellery ,R. Fitch, Irwin, Pa., assignor to The West
inghouse Air Brake Company, Wilmerding,
Pa., a corporation of Pennsylvania
Application October 17,
21 Claims.
This invention relates to fluid pressure brakes
and more particularly to a locomotive brake
equipment of the type disclosed in U. S. Patent
No. 2,009,841, issued July 30, 1935, to Ellis E.
5 Hewitt, and in the U. S. Patent No. 2,045,2l59,
issued June 23, 1935 to Charles H. McKinstry.
In the above identi?ed patents there is shown
a locomotive brake equipment having a distrib
uting valve having an application portion op~
10 erative on an increase in ?uid pressure to supply
?uid under pressure to the brake cylinder to
effect an application of the brakes. This dis
tributing valve has an equalizing portion subject
to the opposing pressures of the fluid in the
15 brake pipe and of the ?uid in a pressure chamber
and operative ona reduction in brake pipe pres
sure to supply fluid under pressure from the
pressure chamber to the application portion.
In the brake equipment shown in certain of
20 the above identi?ed patents a delay valve is shown
which is operative in one position to restrict the
rate of flow of ?uid to the application portion on
an emergency application of the brakes, and
thereby restrict the rate of build up of brake
25 cylinder pressure on the locomotive. This fea
ture is valuable where the locomotive is employed
to haul long trains, and prevents too rapid build
1936, Serial No. 106,099 '
(01303-40)
and having means automatically operative when
‘the locomotive is not employed to haul a train
to condition the delay valve to permit the, rapid
supply of ?uid under pressure to the application
portion by the equalizing portion.
6
A further object of the invention is to provide
a locomotive brake equipment of the type de
scribed and having means responsive to the
pressure of the ?uid supplied to the brake pipe
of the train'hauled by the locomotive for con w
trolling‘ operation of the delay valve incorporated
in the locomotive brake equipment.
Another object of the invention is to provide
an improved locomotive brake equipment.
Other objects of the invention and features of _15
novelty will be apparent from the following de
scription taken in connection with the accom
panying drawing, the single ?gure of which is av
diagrammatic view, largely in section, of a por
tion of a locomotive ?uid pressure brake equip
ment embodying my invention.
20
.
Referring to the drawing, the brake equipment
shown therein comprises a brake pipe I, a brake
cylinder 2, a main reservoir 4, a distributing
valve device indicated generally by the reference
numeral 5, a valve device ‘I, a manually operable
valve device 8, a timing reservoir 9, and an en
up of brake cylinder pressure on the locomotive
gineer’s brake valve device shown diagramat
which might result in too rapid run-in of the
ically at H].
slack in the train.
This locomotive brake equipment is substan
tially identical with the locomotive brake equip
ments shown in the above identi?ed patents, ex
cept in certain particulars, as will hereinafter
more fully appear, and only such portions of the
brake equipment are illustrated and described ,35
_
If, however, the engine is not employed to haul
.a train, but is running light, and the delay valve
is conditioned to restrict the rate of supply of
?uid to the application portion, the application
of the brakes on the locomotive may be retarded
too much so as to prevent the engineer from
stopping the locomotive as soon as necessary.
It is an object of this invention to provide a
locomotive brake equipment of the type shown
.3’) in the above identi?ed patents and having means
to prevent the delay valve from being operated
to restrict the supply of ?uid under pressure to
the application portion at a time that the loco
motive is not employed to haul a train.
4',
A further object of the invention is to provide
a locomotive brake equipment of this type hav
ing a delay valve which may be operated to re
strict the rate of supply of ?uid to the application
portion, together with control means for the delay
:a valve which is operative to condition the delay
valve to restrict the ?ow of fluid to the applica
tion portion only when the locomotive is em
ployed to haul a train.
‘
Another object of the invention is to provide an
improved locomotive brake equipment of this type
_
herein as are essential to the understanding of‘
this invention.
'
Referring to the drawing the distributing valve
device 5 comprises an equalizing portion I2, an
application’portio-n M, a delay valve device‘ 715,40
a pressure chamber IS, an application chamber
l1, and a reduction chamber l8.
The "equalizing portion l2 comprises a piston 20
which is reciprocable in a bore in the body ofthe
distributing valve device 5, and has at one side '45
thereof a valve chamber ‘22 which is constantly
connected by way of a passage 24 with the pres
sure chambel' I 6. The piston 20 has at the other
side thereof a chamber 26 which is constantly 50
connected to the brake pipe I by way of a branch
passage and pipe 28.
The piston 20 has a piston stem 30 formed in
tegral therewith which operates a main slide
valve '32 mounted in the-chamber 22 and slidable
_
2
2,106,479
upon a seat formed on the body of the distrib
chamber I08, and is yieldingly urged to the seated
uting valve device 5.
position by means of a spring I20. The stem H2
is of such length that when the valve I06 is seated
the end of the stem H2 will maintain the valve
Cl
H4 away from its seat.
The manually operable valve device 8 com
prises a body having a bore therein in which is
mounted a plug valve I22, which is movable be
tween spaced positions by means of a handle I24.
The plug valve I22 has a passage therein indi 10
cated at I26 which in one position of the handle
I24 establishes communication between a pipe
I28 leading from the main reservoir 4-, and the
_
A plunger 34 is mounted in the chamber 26 and
is yieldingly urged to the left, as viewed in the
drawing, by a spring 36 so as to oppose movement
of the piston 20 to the emergency position, which
is the position in which the piston is shown in
the drawing.
The application means I4 comprises a piston 40
10 which is mounted in a bore in the body of the
distributing valve device and has at one side
thereof a chamber 42, which is connected to a
passage 44 which is controlled by the delay valve
device I5.
The piston 40 has at the other side
15 thereof a valve chamber 46 in which is mounted
a slide valve 48 which controls communication
between the valve chamber 46 and the atmosphere
by way of ports 50.
The piston 40 has a stem 52 formed integral
therewith which is adapted to engage a valve 54
which is mounted in a chamber 56, which is con
stantly connected by way of a passage and. pipe
58 with the main reservoir 4. The valve 54 is
yieldingly urged by a spring 60 into engagement
25 with a seat rib 62 surrounding a port com
municating with the chamber 56 and with the
valve chamber 46. The valve chamber 46 is con
stantly connected by way of a passage and pipe
30
64 with the brake cylinder 2.
The delay valve device I5 comprises a body
having a bore therein in which is mounted a pis
ton ‘I0 having at one side thereof a valve cham
ber ‘I2, which is constantly connected by way of
a passage '54 with the passage 58 and thereby
with the main reservoir 4.
The piston 'ID has at the other side thereof a
chamber ‘I0 which is constantly connected byway
of a passage and pipe 18 with the timing reser
voir 9 and the valve device ‘I. A spring 80 is
40 mounted in the chamber ‘I6 and yieldingly urges
the piston ‘I0 downwardly, as viewed in the draw
ing, to the position in which the piston is shown,
in which it engages a shoulder 19 on the body of
the valve device.
‘
The piston ‘I0 has a stem formed integral there
with which operates a slide valve 82 mounted in
the valve chamber ‘I2 and adapted to control com
munication with certain ports in the seat of the
slide valve as will hereinafter more fully appear.
The valve device ‘I comprises a body having a
50
bore therein in which is mounted a piston 98 hav
ing at one side thereof a chamber 98, which is
45
pipe H8 leading to the valve device "I, while in
the other position of the handle I24 the plug valve 15
I22 cuts off communication between the pipe I28
and the pipe I I8, and the passage I20 connects the
pipe 'I I8 to the atmosphere by way of a port I30.
The engineer’s brake valve device I0 may be
constructed as shown in the above identi?ed pat. 20
ents, and controls the supply of fluid under pres
sure to and the release of ?uid under pressure
from the brake pipe I through a pipe I32 in the
usual manner.
The brake pipe I extends the entire length of 25
the locomotive and is connected through suitable
?exible hose and couplings I33 to the portion I34
of the brake pipe on the locomotive tender. An
angle cock I35 is interposed in the brake pipe
at the back of the tender to control communica
is secured to the angle cock I35 and has con
nected thereto a ?exible hose and coupling I3'I
which is adapted to be connected to a similar ?ex
ible hose and coupling I38 on a car of a train 35
being hauled by the locomotive.
The pipe I00 associated with the valve device ‘I
is connected to a branch of the pipe T I35 so as to
communicate with the brake pipe at a point on
the side of the angle cock I35 remote from the 40
point in the brake pipe at which the pipe I32 as
sociated with the engineer’s brake valve device I0
communicates therewith.
In initially charging the equipment the auto
matic portion of the engineer’s brake valve de 45
vice I0 may be turned to the release position, in
which ?uid under pressure is supplied from the
main reservoir 4 through the pipe I32 to the brake
pipe I, and after the valve device has been in this
position for a time interval it is turned to the 50
running position, in which ?uid under pressure
constantly connected by way of a‘pipe I00 with
is supplied to the pipe I32 by a feed valve device,
not shown, at the pressure carried in the brake
a point on the brake pipe I, as will hereinafter
pipe.
55 more fully appear. The piston 96 has at the other
side thereof a chamber I02 which is constantly
connected to the atmosphere byway of a re
stricted passage I04.
The ‘piston 96 has secured thereto a valve I06
60 which is adapted to seat upon a seat surrounding
a passage leading from a chamber I08, to which
is connected the pipe ‘I8 leading from the delay
valve device I5. A spring H0 is mounted in the
chamber I02 and yieldingly urges the piston 96
65 to the right, as viewed in the drawing, so as to
move the valve Hi6 away from its seat.
The valve I06 has a stem H2 formed integral
therewith and this stem loosely extends through
the passage between the chambers I02 and I08
70 and is adapted to engage the face of a valve I I4,
which is mounted in a chamber H6, which is
constantly connected by way of a pipe H8 with
the manually operable valve device 8. The valve
H4 is adapted to seat upon a seat surrounding a
75 passage connecting the chamber H6 and the
30
tion through the brake pipe, while a pipe T I39
Fluid under pressure supplied by operation of
the engineer’s brake valve device I0 to the brake
pipe I flows therefrom by way of the branch pipe
and passage 28 to the chamber 26 in the dis
tributing valve device 5, and on an increase in the
pressure of the ?uid in this chamber the piston 60
20 is moved to the left, as viewed in the drawing,
to a position to open communication through the
feed groove I40 to permit ?uid under pressure
to ?ow to the valve chamber 22, and therefrom
by way of the passage 24 to the pressure chamber
I6 to charge the valve chamber 22 and the pres
sure chamber I6 with ?uid under pressure at the
pressure carried in the brake pipe.
When the locomotive is not employed to haul
‘a train the angle cock 435 is in the closed position
and the hose and coupling I3‘! at the rear of the
tender is not connected to another hose and cou
pling, but is open to the atmosphere. As a result
the chamber 98 of the valve device ‘I is open to
the atmosphere by way of the pipe I00, and the
3
2,106,479
piston 96 is moved by the spring H0 to a position
to move the valve- I06 away from its seat and
to permit the valve I I4 to be moved to the seate
position by the spring I20.
'
When the valve I06 is moved away fromiits seat
the chamber ‘I6 of the delay valve device I5 is
connected to the atmosphere by way of the pas
sage and pipe 18, the chambers I08 and I02 and
the restricted passage I04. As the valve I I4 is in
10 the seated position the supply of ?uid under pres
sure to the chamber ‘I6 is cut off even though the
manually operated valve device 8 is in the posi
tion in which it supplies ?uid under pressure from
the reservoir 4 to- the pipe I I8.
As the chamber ‘I6 is connected to the atmos
15
phere the piston ‘I0 is moved upwardly to the non
delay position against the spring 80 by the higher
pressure of the ?uid in the chamber '12, while the
slide valve 82 is moved to the position in which
20 the cavity I49 therein establishes a communica
tion between the passage I48 and the passage 44
which by-passes the choke or restriction 552.
If at this time the engineer desires to effect an
emergency application of the brakes he turns the
25 automatic portion of the engineer’s brake valve
device I0 to the emergency position in which the
supply of ?uid under pressure to the brake pipe I
is cut off, and in which ?uid under pressure is re
- leased from the brake pipe I at a rapid rate,
30 thereby producing a rapid reduction in the pres
sure of the ?uid in the brake pipe.
On this reduction in the pressure of the ?uid
in the brake pipe at anlemergency rate there is a
rapid reduction in the pressure of the ?uid in the
chamber 25 at the face of the piston 29 of the
equalizing portion I2 of the distributing valve de
vice 5, and this piston is moved to the right, as
viewed in the drawing, by the ?uid under pres
sure in the valve chamber 22, and the piston 20
moves the plunger 34 against the spring 36 until
the face of the piston 20 engages a gasket I45.
On this movement of the piston 20 the main slide
valve 32 is moved to a position in which a cavity
I44 therein establishes communication between
45 a passage I46, which communicates with the valve
chamber 22 and thereby with the pressure cham
ber I 6, and a passage I48 leading to the delay
valve device i5 so that ?uid under pressure may
?ow from the pressure chamber I6 and the valve
50 chamber 22 to the passage I48.
Fluid under pressure supplied to the passage
I48 ?ows to the delay valve device I5 and ?ows
at a rapid rate through the cavity I49 in the slide
valve 82 to the passage 44, by-passing the choke
55 I52. Fluid under pressure supplied to the pas
sage 44 ?ows therethrough to the chamber 42 at
the face of the piston 40 of the application por
tion I4, and on an increase in the pressure of
the ?uid in this chamber the piston 40 is moved
to the right, as viewed in the drawing, to the
application position, which is the position in
which it is shown. On movement of the piston
40 to this position the end of the stem 52 presses
against the valve 54 and moves it against the
65 spring 60 away from the seat rib 62 so as to per
mit ?uid under pressure supplied from the main
reservoir 4 to the chamber 56 to ?ow therefrom
to the valve chamber 46, and thence by way of
the passage 64 to the brake cylinder 2 to increase
the pressure of the ?uid in the brake cylinder and
thereby e?ect an application of the brakes. In
this position of the piston 40 the slide valve 48
is held in a position to cut o? the ?ow of ?uid
from the Valve chamber 46 to the atmosphere
through the ports 50.
>
As ?uid under pressure‘may ?ow at a rapid
rate to the application portion I4 the pressure of
the ?uid in the chamber 42 will increase rapidly,
and this portion will operate to supply ?uid under
pressure to the brake cylinder at a rapid rate and
thereby quickly apply the brakes.
It will be seen that the valve device 7 auto
matically operates when the locomotive is not
employed to haul a train to insure that the delay
valve device I 5 will occupy its non-delay position 10
and permit ?uid under pressure to be supplied at
a rapid rate to the application portion, even
though the manually operable valve device 3 is
in the position in which it would normally con
dition the delay valve device to move to the delay 15
position.
On a subsequent movement of the automatic
portion of the engineer’s brake valve device E0 to
the release position in which ?uid under pres
sure is supplied to the brake pipe I, there is an
increase in the pressure of the ?uid in the cham~
ber 26 at the face of the piston 20 of the equaliz
ing portion I2 of the distributing valve device 5,
and this portion operates as described in detail
in the above identi?ed patents to release ?uid :25
under pressure from the chamber 42 at the face
of the piston 40 of the application portion i4,
while the application portion I4 operates to re
lease ?uid under pressure from the brake cylin
der 2.
>
'
30
The valve device 1 provided by this invention
operates automatically when the locomotive is
employed to haul a train to permit the delay
Valve device I5 to be controlled by‘ the manually
operated valve device 8 to restrict the rate of v35
supply of ?uid under pressure to the application
portion I4 and thereby restrict the rate of ap
plication of the brakes.
When the locomotive is employed to haul
a train the angle cock I35 at the rear of the
tender of the locomotive is in the open position
and the ?exible hose and coupling I31 on the
tender is coupled to a similar ?exible hose and
coupling I38 on a car of the train hauled by
the locomotive so that ?uid under pressure sup
plied to the brake pipe I on the locomotive may
?ow therefrom through the angle cock I35 to -
the ?exible hose and coupling I31 and thence
to the‘ ?exible hose and coupling I38 and the
brake pipe I39 on a car of a train hauled by the
locomotive to charge the brake equipment on
the cars of the train.
so
'
In addition, ?uid under pressure supplied to
the brake pipe I ?ows through the angle cock
I35 and thence through the pipe I 00 to the
chamber 98 at the face of the piston 96 of ‘the
valve device ‘I, and on an increase in the pres
sure of the ?uid in this chamber to a predeter
mined value the piston 95 is moved to the left,
as viewed in the drawing, against the spring i It
to the position in which it is shown in the draw~
ing, in which the valve I06 is held in the seated
position to cut off communication between the
chamber I08 and the chamber I02.
On movement of the piston 95 to this posi :05
tion the stem IIZ presses againstthe- face of the
valve II4, and moves it against the spring I20
away from its seat so as to permit communica
tion between the chamber H6 and the chamber
I08.
If the engineer desires to condition the loco
motive brake equipment to operate so that the
application of the brakes on the locomotive will
be delayed on an emergency application of the
brakes he will turn the handle I 24‘ of the manu-' 175
2,106,479
ally operated valve device 8 to the position in
which it is shown in the drawing, in which the
plug valve I22 is in a position in which the
passage I26 establishes communication between
the pipe I28 and pipe H8 so that ?uid under
pressure from the main reservoir 4 may ?ow to
the pipe H8 and through this pipe to the cham
ber II6 of the valve device ‘I. Fluid under pres
sure supplied to the chamber II6 ?ows there
10 from past the open valve II4 to the chamber
I08, and thence through the pipe ‘I8 to the
timing reservoir 9, and to the chamber ‘I6 at
the face of the piston ‘I0 of the delay valve de
vice I5 to charge these with ?uid under pressure.
15
As the pressures on the opposite faces of the
piston '50 of the delay valve device l5 are sub
stantially equal the piston ‘I0 is moved by the
spring 89 into engagement with the shoulder ‘I9,
thereby moving the slide valve 82 to a position
20 in which the cavity I49 therein no longer estab
lishes communication between the passage I48
and the passage 44, and in which a cavity I54 in
the slide valve establishes communication be
tween the passage 44 and a passage I56 leading
25 to the application chamber I‘I.
Fluid under pressure supplied to the brake pipe
I ?ows therefrom through the branch pipe and
passage 28 to the chamber 26 at the face of the
piston 20 of the equalizing portion I2, and on an
30 increase in the pressure of the ?uid in this cham
ber the piston 20 is moved to the left, as viewed
in the drawing, so as to‘ open communication
through the feed groove I40 to permit ?uid under
pressure to flow from the chamber 26 through
85 the feed groove to the valve chamber 22 and
thence by way of .the passage 24 to the pres
sure chamber I6 to charge these chambers with
?uid under pressure at the pressure carried in
the brake pipe.
40
On a subsequent reduction in the pressure of
the ?uid in the brake pipe at an emergency rate
to effect an emergency application of the brakes,
the brake controlling valve devices on the cars
of the train hauled by the locomotive operate in
45 the usual manner to locally vent ?uid under
pressure from the brake pipe and to supply ?uid
under pressure from the reservoirs on these cars
to the brake cylinders on these cars to effect an
50
application of the brakes thereon.
In addition, on this reduction in the pressure
of the ?uid in the brake pipe at an emergency
rate there is a rapid reduction in the pressure of
the ?uid in the chamber 26 at the face of the
piston 20 of the equalizing portion I2 of the dis
55 tributing valve device 5, and this piston is moved
to the right, as viewed in the drawing, thereby
moving the slide valve 32 to the position in Which
the cavity I44 therein establishes communica
tion between the passage I46, which communi
60 cates with the valve chamber 22 and thereby
with the pressure chamber I6, and the passage
I48 leading to the delay valve device I5.
As the piston ‘I0 and the slide valve 82 of the
delay valve device I5 are in their delay position
at this time, the cavity I49 in the slide valve
82 does not establish communication between the
passage I46 and the passage 44, and ?uid under
pressure supplied to the passage I48 ?ows there
from to the passage I50 and at a restricted rate
70 through the restricted portion or choke I52 to
the passage 44 through which ?uid ?ows in one
direction to the chamber 42 of the application
65
portion I4.
75
Fluid under pressure supplied to the passage
44 also ?ows therefrom in the other directionv
through the cavity I54 in the slide valve 82 to
the passage I56 leading to the application por
tion I‘I to increase‘ the pressure of the ?uid in
this chamber.
On an increase in the pressure of the ?uid in
the chamber 42 of the application portion I4
this portion operates as described in detail above
to supply ?uid under pressure from the main
reservoir 4 to the brake cylinder 2 to increase the 10
pressure of the ?uid in the brake cylinder sub
stantially as rapidly as the pressure of the ?uid
in the chamber 42 is increased.
In addition, on this reduction in the pressure
of the ?uid in the brake pipe I to e?ect an emer 15
gency application of the brakes there is a reduc
tion in the pressure of the ?uid in the chamber
98 at the face of the piston 96 of the valve device
‘I, and on a predetermined reduction in the pres
sure of the ?uid in this chamber the piston 96 20
is moved to the right, as Viewed in the drawing,
by the spring H0. On this movement of the
piston 96 the valve I06 is moved away from its
seat, while the stem “2 is moved away from the
valve II4, which is moved to the seated position 25
by the spring I20 to cut off the supply of ?uid
under pressure from the reservoir 4 to the cham
ber I08 and therefrom to the pipe and passage
‘I8 leading to the chamber 16 at the face of the
piston ‘I0 of the delay valve device I5.
30
On movement of the valve I06 away from its
seat ?uid under pressure ?ows from the chamber
‘I6 of the delay valve device I5 and from the
timing reservoir 9 to the chamber I08, and thence
to the chamber I02 from which it ?ows to the 35
‘atmosphere at a restricted rate through the re
stricted passage I04.
After a time interval the pressure of the ?uid
in the timing reservoir 9 and in the chamber ‘I6
of the delay valve device I5 will have been re 40
duced by ?ow of ?uid therefrom to the atmos
phere to a value such that the force exerted on
the piston 10 by the ?uid under pressure in the
chamber ‘I6, together with the force exerted by
the spring 80, is insu?icient to hold the piston 45
‘I0 in the delay position against the opposing
force of the ?uid under pressure in the chamber
‘I2, and the piston ‘I0 is thereupon moved up
wardly, as viewed in the drawing, against the
spring 80 to the non-delay position.
50
On this movement of the piston ‘I0 the slide
valve 82 is moved to a position in which the cav
ity I54 therein no longer establishes communica
tion between the passages 44 and I56, and in
which the cavity I49 therein again establishes
communication between the passage I48 and
the passage 44 so that ?uid under pressure sup
plied from the pressure chamber I6 and the
valve chamber 22 to the passage I48 by the
equalizing portion I2 of the distributing valve 60
device 5 may ?ow from the passage I48 through
the cavity I49 to the passage 44 at a rapid rate,
by-passing the choke I52, thereby rapidly in
creasing the pressure of the ?uid in the chamber
42 of the application portion I4 and condition 65
ing this portion to increase the rate of supply of
?uid under pressure to the brake cylinder 2.
As the cavity I54 does not establish communica
tion between the passages 44 and I56 in this
position of the slide valve 82, the supply of ?uid 70
under pressure to the application chamber I‘! is
cut off.
The timing reservoir 9 is of such volume, and
the ?ow capacity of the restricted passage I04
is such, however, that the pressure of the ?uid 75
5
2,106,479
in
of
to
to
the chamber ‘I6 at the face of the piston 10
the delay valve device I5 will not be reduced
a value low enough to permit the piston ‘III
be moved to the non-delay position until after
, this piston has been in the delay position for a
period of time long enough to permit a substan
tial pressure to be developed in the brake cylinder
2 of the locomotive and to permit the slack in
the train to gather.
1o,
On a subsequent movement of the automatic
portion of the engineer’s brake valve device III
to the release position, in which ?uid under pres
sure is supplied to the brake pipe I there is an
increase in the pressure of the ?uid in the cham
15 ber 26 at the face of the piston 2!] of the equal
izing portion I2 of the distributing valve device
5, and this portion operates as described in de
past the open valve H4 to the chamber I I6, and
thence to the pipe II8. On the release'of ?uid
from the chamber ‘I6, the piston ‘III is moved from
the delay position to» the non-delay position by
the ?uid under pressure in the valve chamber
‘I2, and the slide valve 82 is moved to the position
to permit the rapid supply of ?uid under pres
sure to the application portion I4 by the equal
izing portion I2 on a subsequent emergency ap
plication of the brakes.
10'
It will be seen that when the locomotive is not
employed to haul a train the valve device ‘I op
erates automatically to cause the delay valve de
vice I5 to occupy its non-delay position even
though the manually operated valve device 8v is 15
in the position in which it would operate nor
mally to condition the delay valve device to de
lay the application of the brakes on the locomo
tail in the above identi?ed patents to release
?uid under pressure from the chamber 42 at the
20 face of the piston 40 of the application portion I4,
tive on an emergency application of the brakes
and from the application chamber I‘I, while the
application portion I4 operates to release ?uid
under pressure from the brake cylinder 2._
It will be seen also that when the locomotive
is employed to haul a train the valve device 'I
On the supply of ?uid under pressure to the
brake pipe I on the locomotive ?uid ?ows there
from through the angle cock I35 to the brake
pipe on the cars of the train hauled by the loco
motive, and e?ects the release of the brakes on
these cars and the recharge of the brake equip
~ment thereon in the usual manner.
On an increase in the pressure of the ?uid in
the brake pipe I ?uid under pressure ?ows there
from by way of the pipe I00 to the chamber 98
at the face of the piston 96 of the valve device
. - ‘I, and on a predetermined increase in the pres
sure of the ?uid in this chamber the piston 96
is again moved to the left,.as viewed in the draw
ing, against the opposing force of the spring I00
so as to move the valve IIlB to the seated posi
40. tion. On movement of the piston 96 to this po
sition the end of the stem II 2 presses against
the valve H4 and moves it against the spring
I20 away from its seat to again permit ?uid un
der pressure supplied from the main reservoir
45 4 through the manually operated valve device 8
to the pipe H8 and the chamber IIB to ?ow
therefrom to the chamber I 08 and to the pipe
and passage ‘I8 leading to the timing reservoir 9
and to the chamber ‘I6 at the face of the piston
50 10 to charge these with ?uid under pressure at
the pressure carried in the reservoir 4.
On a predetermined increase in the pressure
of the ?uid in the chamber ‘I6 the piston 10 is
again moved downwardly by the spring 80, there
by moving the slide valve 82 to the delay posi
tion to restrict the rate of increase in the pres
sure of the ?uid supplied to the chamber 42 ‘of
the application portion I4 on an emergency ap
plication of the brakes;
60
If while the locomotive is employed to haul
a train the engineer wishes to condition the 10
comotive brake equipment to provide a rapid ap
plication of the brakes on the loco-motive he turns
the handle I24 of the manually operated valve
' device 8 to the non-delay position.
When the
handle I24 is turned to this position the plug
valve I22 is turned to a position in which it cuts
o? the ?o-w of ?uid from the pipe I28 to the
pipe H8, and in which the passage I26 connects
the pipe I I8 to the atmospheric port I30.
As the pipe I I8 is connected to the atmosphere
the ?uid under pressure present in the chamber
‘I6 of the delay valve device I5 and in the timing
reservoir 9 may escape to the atmosphere by way
of the passage and pipe ‘I8, the chamber I08,
on the train.
20
operates to restore control of the delay valve
device I5 to the engineer, and permits him to
condition the equipment to produceeither a rap
id or slow application of the brakes on the loco~
motive on an emergency application of the
brakes on the train.
‘
y
‘
While one embodiment of the improved loco
motive brake equipment provided by this inven
tion has been illustrated and described in de
tail, .it should be understood that the invention
is not limited to these details of construction
and that numerous changes‘ and. modi?cations
may be made without departing from the scope
of the following claims.
Having now described my invention, what I
claim as new and desire to secure by Letters Pat
ent, is:
1. In a locomotive brake equipment, in com_
bination, valve means operative to e?ect an ap-,
plication of the brakes on the locomotive, delay
means operative to limit the rate at which the
application of the brakes is effected, and means
operative upon separation of the locomotive 45
from another vehicle to render said delay means
ineffective to limit the rate of brake application
on the locomotive.
2. In a locomotive brake equipment, in com
bination, a brake pipe, valve means operative 50
upon a reduction in brake pipe pressure for ef
fecting a ?uid pressure application of the brakes
on the locomotive, delay means operative to re
strict the rate of build up of ?uid pressure in ef
fecting an application of the brakes, and means 65
operative upon a reduction in brake pipe pres
sure for rendering said delay means ineffective
to restrict the rate of build up of ?uid pressure.
3. In a locomotive brake equipment, in com
bination, a brake pipe, valve'means operative 60
upon a reduction in brake pipe pressure for ef
fecting a fluid pressure application of the brakes
on the locomotive, delay means operative to re
strict the rate of. build upv of ?uid pressure in ef
fecting an application of the brakes, and means 65
operative upon a reduction in brake pipe pres
sure after a predetermined period of time for
rendering said delay means ineffective to re
strict the rate of build up of ?uid pressure.
4. In a locomotive brake equipment, in com 70
bination, a brake pipe, brake cylinder, valve
means operative to supply ?uid under pressure to
the brake cylinder to effect an application of the
brakes on the locomotive, delay means opera
tive to restrict the rate at which said valve means
2,106,479
6
supplies ?uid under pressure to the brake cylin
controlling the rate of supply of ?uid by said
der, and means operative upon a prolonged re
valve means to said application means.
duction‘ in brake pipe pressure after a predeter
mined period of time for rendering said rate re
stricting means ine?ective to delay the rate at
which ?uid under pressure is supplied to the
brake cylinder.
5. In a locomotive brake equipment, in com—
bination, a brake pipe, valve means operative to
10 e?ect a ?uid pressure application of the brakes
on the locomotive, delay valve means operative
to restrict the rate of build up of ?uid pressure
in applying the brakes and movable to a posi
tion in which the build up in ?uid pressure in
15 applying the brakes is at a faster rate, and
means for effecting movement ‘of said delay
valve means to said position upon a reduction in
brake pipe pressure and after a predetermined
period of time.
6. In a locomotive brake equipment, in com
bination, a brake pipe, valve means operative to
effect a ?uid pressure application of the brakes
on the locomotive, delay valve means operative
to restrict the rate of build up of ?uid pressure in
25 applying the brakes and movable on a reduction
in the pressure of the ?uid in a chamber to a
position in which the build up in ?uid pressure
in applying the brakes is at a faster rate, and
valve means operated upon a predetermined re
30' duction in brake pipe pressure for venting fluid
under pressure from said chamber at a restricted
rate.
7. In a locomotive brake equipment, in combi
nation, a brake pipe, valve means operative to
35 effect a ?uid pressure application of the brakes
on the locomotive, delay valve means operative
to restrict the rate of build up of ?uid pressure
in applying the brakes and movable on a reduc
tion in the pressure of the ?uid in a chamber to a
40 position in which the build up in ?uid pressure in
applying the brakes is at a faster rate, and valve
means operated upon a predetermined reduction
in brake pipe pressure for venting ?uid under
pressure from said chamber at a restricted rate,
45 said valve means being connected to the brake
pipe at a point which is open to the atmosphere
when the locomotive is not connected to another
vehicle.
8. In a locomotive brake equipment, in combi
nation, a brake pipe, valve means operative to
e?’ect a ?uid pressure application of the brakes
on the locomotive, delay valve means operative
to restrict the rate of build up of ?uid pressure
55
in applying the brakes and movable on a reduc
tion in the pressure of the ?uid in a chamber to
a position in which the build up in ?uid pressure
in applying the brakes is at a faster rate, and
valve means operated upon a predetermined re
60 duction in brake pipe pressure for venting ?uid
under pressure from said chamber at a restricted
rate, said valve means being connected to the
brake pipe at the ?exible hose side of the brake
pipe.
65
9. 'In a locomotive brake equipment, in combi
nation, a brake pipe on the locomotive having a
portion which is charged with ?uid under pres
sure only when the locomotive is coupled to a
train, a brake cylinder, application means opera
70 tive on an increase in ?uid pressure to effect
an application of the brakes, valve means for
supplying ?uid under pressure to said application
7' means, and means responsive to the pressure of
75 the ?uid in said portion of the brake pipe for
10. In a locomotive brake equipment, in combi
nation, a brake pipe on the locomotive having a
portion which is charged with ?uid under pres
5
sure only when the locomotive is coupled to a
train, a brake cylinder, application means opera
tive on an increase in ?uid pressure to effect an
application of the brakes, valve means for sup
plying ?uid under pressure to said application 10
means, and means subject to and operated only
on a predetermined increase in the pressure of
the ?uid in said brake pipe portion to restrict
the rate of supply of ?uid by said valve means
15
to said application means.
11. In a locomotive brake equipment, in combi
nation, a brake pipe on the locomotive having a
portion which is charged with ?uid under pres
sure only when the locomotive is coupled to a
train, a brake cylinder, application means opera 20
tive on an increase in ?uid pressure to effect an
application of the brakes, valve means for sup
plying ?uid under pressure to said application
means, means operative on an increase in the
25
pressure of the ?uid in a chamber to restrict the
rate of supply of ?uid by said valve means to
said application means, and means subject to and
operated only on a predetermined increase in the
pressure of the ?uid in said brake pipe portion
30
to permit the supply of ?uid to said chamber.
12. In a locomotive brake equipment, in combi
nation, a brake pipe on the locomotive having a
portion which is charged with ?uid under pres
sure only when the locomotive is coupled to a 35
train, a brake cylinder, application means opera
tive on an increase in ?uid pressure to effect an
application of the brakes, valve means for supply
ing ?uid under pressure to said application
means, means responsive to the pressure of the
40
?uid in a chamber for controlling the rate of
supply of ?uid by said valve means to said ap
plication means, and means responsive to the
pressure of the ?uid in said brake pipe portion
for controlling the supply of fluid to and the re 45
lease of ?uid from said chamber.
'
13. In a locomotive ?uid pressure brake equip
ment, a pressure chamber, a brake pipe on the
locomotive, a valve controlling the ?ow of ?uid
through said brake pipe, means on the locomo
50
tive for supplying ?uid under pressure to the
brake pipe at a point on one side of the said
valve, application means operative on an increase
in ?uid pressure to effect an application of the
brakes, valve means subject to the opposing pres 55
sures of the ?uid in the brake pipe and of the
?uid in the pressure chamber for supplying ?uid
under pressure from the pressure chamber to
a communication through which ?uid may be
supplied to the application means, a restriction 60
for controlling the rate of ?ow of ?uid through
said communication to the application means, a
valve device subject to the pressure of the ?uid
in an operating chamber for controlling a by-pass
passage around said restriction, and means re
sponsive to the pressure of the ?uid in the brake
pipe at a point on the side of the valve therein
remote from the point on the pipe to which ?uid
is supplied thereto for controlling the supply of
?uid to said operating chamber.
14. In a locomotive ?uid pressure brake equip
ment, in combination, a brake pipe on the loco
motive, a valve interposed in said brake pipe for
controlling the ?ow of ?uid through said brake
pipe, means on the locomotive for supplying ?uid 75
2,106,479‘
,
under pressure to said brake pipe at a point
therein on one side of said valve, application
means operative on an increase in ?uid pressure
tion means operative on an'increase in ?uid pres
sure to e?ect an application of the brakes, a‘
pressure chamber, valve means subject to the
to e?ect an application of the brakes, a pressure . opposing pressures of the ?uid in the brake pipe
chamber, valve means subject to the opposing and of the ?uid in the pressure chamber for 5.:
ressures of the ?uid invthe brake pipe and of‘ supplying ?uid under pressure to a passage
the ?uid in thepressure ‘chamber for supplying
fluid under pressure from the pressure chamber
to a passage through/which ?uid is vsupplied to the
application means, and means responsive to the
pressure of the ?uid in the brake pipe at a point
on the side of the valve therein opposite from
the point at which ?uid is supplied thereto for
controlling the rate of supply of ?uid by said
valve means to said application'means through
said passage.
-
-
'
15. In a locomotive ?uid pressure brake equip
through which ?uid'may be supplied to the ap
plication means, and means responsive to vthe
pressure of the ?uid in the brake pipe at a1 point
on the side of the valve therein opposite from the
point at which ?uid‘ is supplied thereto by said
supply means for controlling the rate of supply
of ?uid by said valve means to said application
means through said passage.
18. In a locomotive ?uid pressure brake equip
15'
ment, in'combination, a brake'pipe on the loco
motive, a valve interposed in said brake pipe for
ment, in combination, a brake pipe on the loco
motive, a valve interposed in said brake pipe for
I controlling the ?ow of ?uid through said brake
pipe, supply means on the locomotive for sup
pipe, supply means on the locomotive ‘for sup
cation means operative on an increase in ?uid
' pressure to effect an application of the brakes, a
a pressure chamber, valve means subject to the
pressure chamber, valve means subject to the
opposing pressures of the ?uid in the brake pipe
and of the ?uid in the pressure chamber for sup
plying ?uid under pressure from the pressure
30 chamber to a passage through which ?uid is sup
plied to the application means, a valve device
subject to the pressure of the ?uid in a chamber
and of the ?uid in the pressure chamber for sup
plying ?uid under pressure from the pressure
chamber to a passage through which ?uid is
controlling the ‘?ow oi ?uid through said brake
plying ?uid under pressure to said brake pipe at
a point therein on one side of said valve, a'ppii
plying ?uid under pressure to said brake pipe at a cation means operative 3on an increase in fluid
a point therein on one side of said valve, appli
pressure to effect an application of the brakes,
for controlling the supply of ?uid to said applica
tion means by said valve means through said
35 passage, means for supplying ?uid to said cham
ber from the brake pipe at a point therein on
the side of the valve therein opposite the point
at which ?uid is supplied to said brake pipe by
said supply means, and a by-pass passage ex
40 tending around said valve device through which
?uid may ?ow from said valve means to said
application means at a restricted rate.
16. In a locomotive ?uid pressure brake equip
ment, in combination, a brake pipe on the loco
45 motive, a valve interposed in said brake pipe for
controlling the ?ow of ?uid through said brake
pipe, supply means on the locomotive for supply
ing ?uid under pressure to said brake pipe at a
point therein on one side of said valve, applica
50 tion means operative on an increase in ?uid pres
sure to effect an application of the brakes, a
pressure chamber, valve means subject to the
opposing pressures of the ?uid in the brake pipe
and of the ?uid in the pressure chamber for
55 supplying ?uid under pressure from the pres
sure chamber to a passage through which ?uid
supplied to the application means, a valve de
vice subject to the pressure of the ?uid in a
chamber for controlling the rate of supply of
60 ?uid by said valve means to said application
means through said passage, manually controlled
means for supplying ?uid under pressure to said
chamber, and means responsive to the pressure
of the ?uid in the brake pipe at a point on the
side of the valve therein opposite the point at
which ?uid is supplied thereto by said supply
means for controlling the supply of ?uid to said
chamber by said manually controlled means.
17. In a locomotive ?uid pressure brake equip
ment, in combination, a brake pipe on the loco
motive, a valve interposed in said brake pipe for
vcontrolling the ?ow of ?uid through said brake
pipe, supply means on the locomotive for supply
ing ?uid under pressure to said brake pipe at a
75 point therein on one side of said valve, applica
opposing pressures of the ?uid in the brake pipe
supplied to the application means, a valve device
subject to the pressure of the ?uid in a cham
30
ber for controlling the rate of supply of ?uid
by said valve means to said application means
through said passage, said valve device being
operative on a reduction in pressure in said
chamber to permit ?uid to be supplied to‘ said ap
plication means at a rapid rate, and means sub
35
ject to and operated upon a reduction in pres
sure of the ?uid in the brake pipe at a point
therein on the side of the valve therein remote
from’ the point of supply of ?uid thereto by said 40
supply means for releasing ?uid from said cham
ber.
19. In a, locomotive ?uid pressure brake equip- I
ment, in combination, a brake pipe on the loco
motive, a valve interposed in said brake pipe for 45
controlling the ?ow of ?uid through said brake
pipe, supply means on the locomotive for supply
ing ?uid under pressure to said brake pipe at a
point therein on one side of said valve, applica
tion means operative on an increase in ?uid 50
pressure to effect an application of the brakes, a
pressure chamber, valve means subject to the
opposing pressures of the fluid in the brake pipe
and of the ?uid in the pressure chamber for sup
plying ?uid under pressure from the pressure 55
chamber to a passage through which ?uid is sup
plied to the application means, a valve device
subject to the pressure of the fluid in a chamber
for controlling the rate of supply of ?uid by said
' valve means to said application means through 60
said passage, said valve device being operative
on an increase in pressure in said chamber to re
strict the rate at which ?uid may be supplied to
said application means by said valve means‘, and
means subject to and operated on a predeter
mined increase in the pressure of the ?uid in the
brake pipe at a point therein on the side of the
valve therein remote from the point of supply of
?uid thereto by said supply means for supplying
?uid under pressure to said chamber.
20. In a locomotive ?uid pressure brake equip
ment, in combination, a brake pipe on the loco
motive, a valve interposed in said brake pipe for
controlling the flow of ?uid through said brake
pipe, supply means on» the locomotive for supply~
8
2,106,479
ing ?uid under pressure to said brake pipe at a
point therein on one side of said valve, applica
tion means operative on an increase in ?uid pres
sure to e?ect an application of the brakes, a pres
sure chamber, valve means subject to the oppos
ing pressures of the ?uid in the brake pipe and
of the ?uid in the pressure chamber for supplying
?uid under pressure from the pressure chamber
to a passage through which ?uid is supplied to
10 the application means, a timing reservoir, a valve
device responsive to the pressure of the ?uid in
said reservoir for controlling the rate of supply
of ?uid by said valve means to said application
means through said passage, and means re
15 sponsive to the pressure of the ?uid in the brake
pipe at a point therein on the side of the valve
therein remote from the point at which ?uid is
supplied to the brake pipe by said supply means
for controlling the supply of fluid to said timing
reservoir
and for also releasing ?uid from said
20
reservoir at a restricted rate.
21. In a locomotive ?uid pressure brake equip
ment, in combination, a brake pipe on the loco
motive, a valve interposed in said brake pipe for
25 controlling the ?ow of ?uid through said brake
pipe, supply means on the locomotive for supply
ing ?uid under pressure to- said brake pipe at a
point therein on one side of said valve, applica
tion means operative on an increase in ?uid pres
sure to e?ect an application of the brakes, a pres
sure chamber, valve means subject to the op
posing pressures of the ?uid in the brake pipe and
of the ?uid in the pressure chamber for supplying
?uid under pressure from the pressure chamber
to a passage through which ?uid is supplied to the
application means, a timing reservoir, a valve de
vice responsive to‘ the pressure of the ?uid in
said reservoir for controlling the rate of supply
of ?uid by said valve means to said application
means through said passage, means responsive to
the pressure of the ?uid in the brake pipe at a
point therein on the side of the valve therein re
mote from the point at Which ?uid is supplied to
the brake pipe by said supply means for control
ling the supply of ?uid to said timing reservoir
and for also releasing ?uid from said reservoir at
a restricted rate, and manually controlled means
for controlling the supply of ?uid to said reservoir
by said means.
ELLERY R. FITCH.
25
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